6  2  7./ 


4Gth  Congress,  )  HOUSE  OF  REPRESENTATIVES.    <  Ex.  Doc. 
3^  Session.      f  (■  No.  95. 


REPORT  OF  MISSISSIPPI  RIVER  COMMISSION. 


Of 


LETTER 


FROM 


THE  SECRETARY  OF  WAR, 

TRANSMITTING 

The  report  of  the  Mississippi  River  Commission. 


March  2-  1881. — Referred  to  the  Committee  on  Commerce  and  ordered  to  be  printed. 


War  Department, 
^Washington  City,  March  1,  1881. 
The  Secretary  of  War  lias  the  honor  to  transmit  to  the  House  of  Rep- 
resentatives, in  compliance  with  section  5  of  the  act  of  June  28,  1879, 
copy  of  the  report  of  the  Mississippi  River  Commission,  dated  January 
8,  1881,  together  with  the  letter  of  the  Chief  of  Engineers  submitting 
same  to  the  department. 

In  view  of  the  importance  of  the  subject,  it  is  respectfully  requested 
that  this  report  be  printed. 

ALEX.  RAMSEY, 

Secretary  of  War. 

The  Speaker 

of  the  House  of  Representatives. 


Office  of  the  Chief  of  Engineers, 
/  United  States  Army, 

/  Washington,  D.  C\,  March  1,  1881. 

Sir:  I  have  the  llonor  to  forward  herewith  a  copy  of  a  report  from 
the  Mississippi  River  Commission,  dated  January  8,  1881,  and  to  sug- 
gest that  it  should  be  transmitted  to  Congress  in  compliance  with  sec- 
tion 5  of  the  act  of  June  28,  1879,  creating  the  Commission. 
Very  respectfully,  j  our  obedient  .servant, 

IT.  O.  WRIGHT, 
Chief  of  Engineersr  Brig,  and  Bvt.  Maj.  Gen. 

Hon.  Alexander  Ramsey, 

Secretary  of  War. 


2 


REPORT  OF  MISSISSIPPI  RIVER  COMMISSION. 


report  of  the  mississippi  river  commission. 

Office  of  Mississippi  River  Commission, 

Saint  Louis,  January  8,  1881. 
Sir  :  The  Mississippi  River  Commission  has  the  honor  to  submit  the 
following  report,  embracing — 

1.  A  statement  of  the  progress  made  in  surveys,  observations,  and 
examinations. 

2.  A  preliminary  report  on  the  Upper  Mississippi  River,  from  the 
Falls  of  Saint  Anthony  to  the  mouth  of  the  Missouri  River. 

3.  A  preliminary  report  on  the  method  of  improvement  by  means  of 
reservoirs. 

4.  A  report  by  a  committee  of  this  Commission  on  the  subject  of  out- 
lets and  levees  on  the  lower  river. 

NOTES  OF  PROGRESS. 

The  nature  and  scope  of  the  held  operations  decided  upon  by  the 
commission  as  the  most  advantageous  application  of  the  funds  pro- 
vided for  its  use  were  fullv  set  forth  in  its  first  report,  dated  March  G, 
1880. 

In  addition  to  the  work  then  contemplated,  at  the  request  of  the 
House  Committee  on  Levees  and  Improvements  of  Mississippi  River, 
Hon.  E.  W.  Robertson,  chairman,  and  with  the  approval  of  the  honor- 
able the  Secretary  of  W ar,  an  investigation  of  the  reservoir  system  has 
been  undertaken,  and  part  of  the  work  now  in  progress,  both  in  field 
and  office,  is  in  furtherance  of  this  object. 

Pursuant  to  the  plans  above  referred  to  the  work  has  progressed  since 
March  G,  the  date  of  the  last  report,  as  follows : 

Gauges. — Daily  records  have  been  continued  at  all  the  gauges  estab- 
lished by  the  commission,  and  a  collection  of  readings  by  other  parties 
on  the  Mississippi  and  tributaries  is  being  made.  A  determination  of 
the  relative  elevations  of  the  gauges  is  now  in  progress. 

Triang ulation. — One  hundred  and  twenty-eight  miles,  between  Helena, 
Ark,,  and  Niblet's  Landing,  Miss.,  and  195  miles,  between  the  mouth  of 
the  Illinois  and  the  Ohio  rivers,  or  in  all  323  miles  of  river  have  been 
covered ;  a  secondary  base  has  been  measured  opposite  Chester,  111.  Par- 
ties now  in  the  field  will  complete  the  work  to  Cairo  above  and  Green- 
ville below.  With  work  which  the  Superintendent  of  the  Coast  and 
Geodetic  Survey  informs  the  commission  that  he  will  be  able  to  do  by 
February  1,  the  close  of  the  present  season  will  find  a  chain  of  accurate 
triangulation  extending  from  the  mouth  of  the  Illinois  River  to  the  Gulf 
of  Mexico. 

Topography  and  Hydrography  was  completed  from  Cairo  to  Memphis 
during  last  season,  and  has  recently  been  commenced  at  Commerce, 
Miss.  The  work  at  that  point  has  been  temporarily  suspended,  and  the 
party  is  now  making  a  survey  of  the  harbor  of  Vicksburgh.  * 

It  is. expected  that  this  part  of  the  survey  will  be  made  continuous 
from  Cairo  to  Vicksburgh  during  the  present  season.  Charts  of  120 
miles  of  last  season's  work  have  been  made  in  the  office. 

Precise  Levels. — Three  hundred  and  eighty-five  miles  have  been  com- 
pleted since  last  report,  consisting  of  100  miles  above  Memphis,  120 
from  Friar's  Point  to  Guilder's,  Miss.,  and  165  miles  between  the  mouth 
of  the  Illinois  River  and  the  mouth  of  the  Ohio  River.  The  work  of 
the  present  season  by  the  commission,  together  with  that  projected  by 


REPORT  OF  MISSISSIPPI  RIVER  COMMISSION. 


3 


the  Superintendent  of  the  Coast  and  Geodetic  Survey,  will  complete 
the  series  of  levels  from  the  mouth  of  the  Illinois  to  New  Orleans. 

Arrangements  have  been  made,  acting  in  concert  with  the  Coast  and 
Geodetic  Survey,  to  connect  the  line  with  the  mean  level  of  the  Gulf. 

Examinations. — The  series  at  Plum  Point,  Lake  Providence,  and  Car- 
rol I  ton  were  continued  for  one  year  as  proposed.  As  stated  in  the  last 
report,  these  observations  consist  of  the  changes  in  the  figure  of  the 
river  bed  at  different  stages  of  the  water,  the  kind  of  material  forming 
or  moving  along  the  bed,  the  figure  and  movements  of  sand  waves,  the 
slope  of  water  surface,  the  discharge  and  the  transverse  curves  of  ve- 
locity. The  valuable  data  thus  collected  are  now  being  reduced.  Par- 
ties have  also  been  stationed  at  six  points  on  the  Mississippi  Eiver 
above  Saint  Louis,  a  party  being  at  or  just  below  the  mouth  of  each  im 
portant  tributary.  These  parties  are  to  be  continued  for  one  year,  from 
October  1, 1880,  to  October  1, 1881.  Their  work  will  consist  of  a  frequent 
measurement  of  the  river's  discharge  and  slope,  and  observations  on 
the  figure  of  the  bed  and  its  changes,  the  amount  of  sediment  carried 
in  suspension,  and  the  nature  of  the  materials  composing  the  bed  under 
different  conditions. 

A  large  number  of  marks  of  the  highest  point  of  the  tlood  of  1880,  at 
different  localities  below  Cairo,  have  been  obtained,  and  a  party  is  now 
engaged  in  determining  their  elevations. 

The  slope  of  the  water  surface  between  Cairo  and  Commerce  Cut-off 
(nearly  300  miles)  was  also  taken  at  the  low  stage  of  November. 

Borings  have  been  made  at  Choctaw  Bend,  Greenville,  and  Lake 
Providence. 

The  meager  data  now  available,  concerning  the  swamp  lands  contigu- 
ous to  the  river,  will  be  increased  during  the  present  season  by  running- 
ten  additional  transalluvial  level-lines  between  Cairo  and  Red  Eiver. 
The  total  work  done  by  the  commission  up  to  date  may  be  summa- 


rized as  follows : 

Secondary  triangulation  miles . .  559 

Precise  levels  do...  515 

Topography,  hydrography,  and  low- water  slope  do. ..  243 

Secondary  base  located  and  measured   1 

Aggregate  field  work  of  observation  parties  months..  4^ 

Gauges  erected  and  read   13 

High-water  marks  obtained  of  1880  and  previous  years,  about   200 

Number  of  borings   17 

Aggregate  depth  of  same  feet . ,  2, 050 

Charts  projected  and  drawn   21 

Harbor  survey  (Vicksburgh)   1 

The  following  work  has  been  done  in  part  by  the  commission,  and  with 
the  co-operation  of  the  Coast  and  Geodetic  Survey  : 

Secondary  triangulations  miles..  200 

Precise  levels  do . . .  330 

Secondary  base  located  and  measured  ,   1 

Harbor  survey  (Grand  Gulf)   1 


Of  the  work  imperatively  necessary  to  the  preparation  of  comprehen- 
sive plans  for  the  improvement  of  the  river,  the  following,  dependent 
for  its  execution  upon  future  appropriations,  remains  to  be  done : 

1st.  Secondary  triangulation  and  precise  levels  from  the  Falls  of  Saint 
Anthony  to  the  Illinois  Eiver,  or  over  such  portions  as  may  be  found 
necessary  to  strengthen  existing  surveys. 

2d.  Topography  and  hydrography  from  Vicksburgh,  Miss.,  to  Baton 
Eouge,  La.  (243  miles),  with  extension  of  the  details  one  mile  or  more 
from  the  river  bank  at  numerous  localities  between  Cairo  and  Eed  Eiver. 

3d.  Further  observations  upon  the  discharge  of  the  river  below  Cairo, 
particularly  at  flood  stages,  and  upon  the  relative  volumes  of  tributaries. 


4 


REPORT  OF  MISSISSIPPI  RIVER  COMMISSION. 


REPORT  ON  THE  UPPER  MISSISSIPPI  RIVER,  BETWEEN  THE  FALLS  OF 
SAINT  ANTHONY  AND  THE  MOUTH  OF  THE  MISSOURI  RIVER. 

It  was  the  intention  of  the  commission  to  continue  this  year  a  system 
of  observations  below  Saint  Louis  that  would  have  enabled  it  to  mature 
a  plan  for  the  improvement  of  that  part  of  the  river.  This  work  con- 
templated simultaneous  observations,  extending  over  an  entire  year,  on 
and  below  each  of  the  main  tributaries.  The  estimate  submitted  last 
session  included  provision  for  this  project.  But  the  reduction  of  the 
appropriation  by  Congress  rendered  this  work,  or  any  part  of  it,  impos- 
sible, as  it  was  obvious  that,  to  possess  any  value,  it  must  extend  over 
the  entire  lower  river,  must  be  conducted  in  the  same  year,  and  through 
the  entire  year.  It  was,  therefore,  reluctantly  postponed,  and  the  esti- 
mate therefor  repeated  in  the  amount  sought  at  the  hands  of  the  pres- 
ent Congress. 

In  consequence  of  this  disappointment,  the  commission  decided  that 
the  next  best  thing  was  to  inaugurate  a  similar  study  of  the  river  above 
Saint  Louis,  this  being  a  work  of  lesser  magnitude,  which  the  reduced 
appropriation  would  justify  it  in  undertaking. 

In  pursuance  of  this  amended  project,  the  commission  visited  the  river 
between  Saint  Paul  and  the  mouth  of  the  Illinois  in  the  early  part  of 
the  year,  but  the  water  was  too  high  to  afford  proper  opportunities  of 
observation.  Subsequently,  in  October  during  an  exceedingly  favorable 
period,  this  tour  of  inspection  was  repeated. 

On  these  observations  on  the  reports  and  surveys  of  General  Warren, 
Colonel  Macomb,  Major  Farquhar,  Captain  Mackenzie,  and  their  assist- 
ant engineers,  and  on  facilities  and  iulormation  courteously  afforded  by 
the  last-named  officer,  now  in  charge  of  the  works  of  improvement,  this 
report  is  based. 

The  drainage  basin  comprises  33,719  square  miles  above  Saint  Paul, 
and  52,399  square  miles  on  the  right  and  48,150  square  miles  on  the  left 
bank  from  that  point  to  the  mouth  of  the  Illinois,  25  miles  above  the 
mouth  of  the  Missouri.  The  immediate  valley  has  an  average  width  of 
about  three  miles,  often,  however,  of  double  this,  as  below  Muscatiner 
and  again,  crowded  by  the  hills  on  both  sides,  as  below  Rock  Piver. 

The  rocky  limits  of  this  valley  ha  ve  been  filled  in  some  places  100  feet 
deep  with  sand  and  gravel,  in  which  the  present  river  excavates  and 
shapes  its  bed,  in  curves  to  which  the  bluff's  are  tangent,  but  never 
reaching  the  bed  rock  below.  To  these  general  characteristics  there 
are  two  exceptions,  one  at  Pock  Island  and  one  at  Keokuk.  Here  the 
line  of  least  resistance  seems  to  have  been  through  gorges  in  the  adja- 
cent hills,  instead  of  the  glacial  drift  obstructing  the  main  valley.  In 
these  localities  are  therefore  found  rocky  beds  forming  rapids  which  ob- 
struct low-water  navigation.  Similar  formations  exist  at  Fountain 
Bluff  and  at  the  Chain  of  Pocks  below  Saint  Louis. 

At  Pock  Island,  a  channel  4  feet  deep  and  200  feet  wide  at  extreme 
low  water  has  been  cut  in  the  rock,  while  at  Keokuk  has  been  built  a 
canal,  affording  a  minimum  navigation  of  5  feet  and  a  maximum  of  8  feet. 

The  entire  valley,  except  the  sand  terraces,  is  subject  to  tiood  inun- 
dation. The  river  courses  from  side  to  side,  in  a  bed  of  shifting  sands 
and  gravel,  which  leaves  its  water  nearly  free  from  suspended  matter. 
The  changes  occurring  in  the  channel  are  constant,  although  not  so 
rapid  as  in  the  lower  river.  They  are  produced  and  measured  by  the 
force  directly  applied  to  the  material  of  the  bed  by  the  motion  of  the 
water. 

The  complications  and  uncertainties  attending  the  improvement  of 


REPORT  OF  MISSISSIPPI  RIVER  COMMISSION. 


5 


sedimentary  streams,  from  the  prolonged  and  even  indefinite  suspension 
and  transportation  of  solid  matter,  and  from  the  instability  of  the  banks 
constructed  thereby,  are  not  found  here.  On  either  side  of  the  main 
stream  are  sloughs,  open  at  both  ends,  and  also  lakes,  which  are  without 
outlet,  except  during  floods.  These  lakes  are  sometimes  of  great  depth. 
The  sloughs  give  favorable  opportunity  for  improvement,  as  they  enable 
the  engineer  to  control  the  force  which  he  proposes  to  use  in  deepening 
the  main  channel. 

Some  of  the  tributaries  sweep  in  large  quantities  of  sand,  forming  a 
lake-like  expansion  and  depth  above,  with  slight  fall,  and  a  steep,  uncer- 
tain, and  difficult  channel  below.  The  most  marked  existing  example  of 
this  is  caused  by  the  Chippewa,  from  the  head  of  Lake  Pepin,  down  to 
Alma.  Here  the  process  has  been  prolonged  and  intensified  by  the 
excessive  sand  discharge  of  this  river;  but  an  examination  of  surveys 
affords  evidence  of  similar  record  at  other  tributaries,  in  the  extinct 
lakes  above,  now  a  labyrinth  of  sloughs,  ponds,  and  competing  chan- 
nels, and  in  the  bad  navigation  below.  The  depths  of  the  lakes  adja- 
cent to  the  river  but  beyond  the  impetus  given  to  the  sand  by  floods ; 
the  depth  in  the  lower  end  of  Lake  Pepin,  and  the  opportunity  of  lateral 
flood  relief,  indicate  that  the  bed  may  be  still  rising. 

The  following  factors  enter  into  the  regimen  of  the  stream.  The 
length  from  Saint  Paul  to  the  mouth  of  the  Illinois  is  645  miles,  and 
the  fall  278.56  feet,  giving  a  mean  slope  of  .432  foot  per  mile.  The  mini- 
mum is  above  the  tributaries  and  rapids,  as,  .138  foot  at  Wacouter,  above 
the  Chippewa  River ;  .168  foot  at  Prairie  du  Chien,  above  the  Wisconsin 
River;  .127  foot  at  Le  Claire,  at  the  head  of  Rock  Island  Rapids;  .136 
foot  at  New  Boston,  above  the  Iowa  River;  and  .256  foot  at  Montrose,  at 
the  head  of  the  Des  Moines  Bapids;  and  the  maximum  below  the  tribu- 
taries, as  .580  foot,  .629  foot,  and  .663  foot,  between  the  Chippewa  and 
Winona,  and  .533  foot  at  Oquawka,  below  the  Iowa  Biver. 

From  this  statement  Lake  Pepin  and  the  Rock  Island  and  Des  Moines 
rapids  are  omitted,  being  considered  extreme  cases. 

An  expression  generally  characteristic  of  width  and  cross  section  is 
difficult,  owing  to  the  numerous  islands,  sloughs,  and  lateral  channels. 
As  a  general  rule  the  width,  slope,  and  discharge  increase  with  the  drain- 
age area,  but  a  proportionate  increase  of  depth  is  not  found.  The  low- 
water  observations  this  fall  at  stations  established  by  the  commission 
give  the  following  relations  between  discharge  and  supply,  at  nearly 
the  same  stage  (3.21)  above  low- water. 


Place. 

Discharge. 

Per  cent. 

Drainage 
area. 

Per  cent. 

8,  598 

100 

33,  719 

100 

17,  712 

206 

55, 474 

165 

22,  81 G 

289 

74,  865 

222 

42, 600 

496 

129,  635 

384 

The  rise  and  fall  are  extremely  uniform  throughout  the  length,  rang- 
ing at  different  points  from  16  feet  to  22  feet,  the  difference  being  ap- 
parently inversely  proportioned  to  the  opportunity  of  lateral  expansion 
in  floods.  It  increases  towards  the  junctions  with  the  Illinois  and  Mis- 
souri, being  controlled  by  the  greater  oscillations  of  these  rivers. 

The  low- water  velocity  may  be  stated  at  a  mean  at  one  mile  per  hour. 
In  floods  it  increases  to  about  three  miles  per  hour. 

These  conditions,  briefly  described,  are  characteristic  of  a  river  well 
adapted  to  the  labors  of  the  engineer. 


6 


REPORT  OF  MISSISSIPPI  RIVER  COMMISSION. 


The  statistics  of  commerce  ou  the  Upper  Mississippi  are  given  in  the 
reports  of  the  engineers  in  charge  of  the  improvements  for  1877  and  sub- 
sequent years.  The  following  information  concerning  its  methods  and 
requirements  is  submitted : 

The  present  condition  of  the  river  does  not  afford  a  navigable  depth 
over  5  feet  for  a  sufficient  part  of  the  year  to  justify  the  construction  of 
boats  of  greater  draught.  Even  this  depth,  for  a  long  part  of  each 
year,  is  not  found  above  Keokuk ;  and  during  such  times  boats  of  suffi- 
cient dimensions  to  be  economical  as  freight  carriers  are  laid  up  and  re- 
placed by  light-draught  tow-boats  and  barges,  the  former  drawing  from 
2J  to  4  feet,  and  the  barges  from  3  to  5  feet.  Lumber  rafts  draw  from 
16  to  30  inches,  but  require  a  wide,  straight  channel. 

Economy  in  transportation  is  largely  dependent  upon  the  capacity  of 
the  carrier,  which  increases  in  a  more  rapid  ratio  than  the  draught  or 
cost  of  construction  and  operation.  Barges  on  the  upper  river,  built 
with  a  limit  of  draught  of  5  feet,  carry  about  12,000  bushels  of  grain, 
while  those  used  below  Oario,  where  a  depth  of  8  or  9  feet  can  be  ob- 
tained for  a  large  part  of  the  year,  cany  20,000  bushels  on  5  feet,  50,000 
on  7  feet,  and  60,000  on  8  or  9  feet. 

It  may  be  safely  stated  that  the  present  appliances  for  this  commerce 
are  designed  to  fully  utilize  the  navigation  now  afforded,  and  are  limited 
and  impaired  thereby,  and  that  the  requirements  of  an  economical  and 
safe  system  of  transportation  will  not  be  secured  with  less  than  G  feet 
of  water  from  Saint  Paul  to  Saint  Louis  throughout  the  channel  and 
throughout  the  year. 

The  depths  now  available  at  Eock  Island  and  at  Keokuk  should  not 
control  a  project  to  secure  greater  depth  elsewhere,  for  the  following 
reasons : 

1st.  In  any  plan  of  improvement  the  limit  should  be  fixed  by  the  more 
uncertain  factors.  While  there  may  be  doubt  as  to  the  extent  to  which 
any  system  can  be  carried  in  securing  greater  depth  over  bars,  there 
can  be  no  question  that,  however  it  may  be  pushed,  at  least  an  equal  re- 
sult can  be  obtained  by  the  less  experimental  work  of  rock- blasting  and 
canal-building  at  the  rapids.  While  it  would  not  be  prudent  to  estab- 
lish a  standard  depth  at  Eock  Island  and  Keokuk,  whose  practicability 
was  uncertain  on  other  parts  of  the  river,  we  need  not  hesitate  in  striv- 
ing for  the  most  extreme  results  elsewhere  from  doubts  of  their  attain- 
ability at  these  two  points. 

2d.  A  depth  of  6  feet  throughout,  except  at  these  two  places,  would 
in  itself,  and  independently  of  these  controlling  points,  give  great  ease 
and  safety  to  commerce.  Navigation  is  not  alone  limited  by  the  least 
depth  encountered,  but  by  the  general  character  of  the  river.  One  or 
two  controlling  obstructions  in  a  route  of  700  miles  may  be  tolerated, 
but  a  constant  recurrence  of  such  difficulties  would  destroy  its  value  by 
accumulated  danger  and  delay.  For  instance,  boats  can  reach  Hast- 
ings, 27  miles  below  Saint  Paul,  when  they  can  reach  La  Crosse,  129 
miles  lower  down,  the  ruling  bars  between  these  two  places  giving  as 
much  water  as  they  do  below  La  Crosse.  But  above  this  city  they  are 
much  more  frequent  than  below,  and  navigation  is  so  greatly  impeded 
that  time  and  its  attendant  expenses  consume  all  the  profits  of  an  exten- 
sion of  the  run  to  Hastings. 

The  plan  of  improvement  adopted  for  this  part  of  the  river  consists 
of  low-water  dams  closing  sloughs,  or  side  channels,  to  augment  the  flow 
through  the  main  channel ;  of  spur-dikes  built  out  from  concave  shores, 
where  the  width  is  too  great,  to  direct  and  concentrate  the  flow  and  pro- 
duce scour  over  that  part  of  the  bed  promising  the  best  channel ;  of 


REPORT  OF  MISSISSIPPI  RIVER  COMMISSION. 


7 


revetments  to  protect  such  parts  of  the  bank  as  may  be  attacked  by 
the  direction  and  concentration  given  to  the  current  by  the  dikes. 

The  dikes  consist  of  layers  of  stones  and  of  brush,  bound  into  fas- 
cines or  mats.  The  details  are  described  and  illustrated  by  Major 
Farquhar's  report  for  1879.  Both  free  and  engaged  ends  are  protected 
by  additional  and  heavier  work.  Their  usual  inclination  is  slightly  up- 
stream, in  order  that  the  draft  of  water  towards  and  discharge  over  the 
dike  may  be  away  from  the  bank,  and  also  to  check  the  ra*ce  along  and 
around  the  free  end  of  the  work. 

The  distance  between  these  spur-dikes  is  greater  than  their  length, 
the  latter  being  controlled  by  experience,  by  the  widths  required  for  easy 
navigation,  and  by  a  theoretical  consideration  of  cross-sectional  area. 

At  first  these  dikes  and  dams  were  raised  only  about  1  foot  above 
low  water.  They  are  now  built  about  4  feet  above,  and  give  more 
prompt  and  definite  results.  The  additional  height  is  of  great  advan- 
tage against  ice,  and  as  serving  to  indicate  the  location  of  the  dikes, 
which,  if  concealed,  might  prove  dangerous  obstructions  to  passing 
boats.  This  last-mentioned  benefit  should  be  still  more  completely  se- 
cured by  the  erection  of  beacons  or  lights  on  the  free  ends. 

There  is  no  evidence  that  the  system  of  improvement  has  yet  ap- 
proached its  practical  limit,  or  developed  any  adverse  operation  or  tend- 
ency. 

Dredging  hag  been  occasionally  resorted  to,  where  erosion  is  very 
slow,  or  to  secure  landings  in  front  of  towns. 

Inasmuch  as  all  work  heretofore  done  constitutes,  both  in  location  and 
construction,  part  of  the  final  and  complete  plan,  the  application  of  the 
system  simultaneously  to  all  parts  of  the  river  needing  improvement  is 
highly  judicious,  both  as  giving  results  more  generally  useful  and  satis- 
factory, and  as  admitting  a  more  tentative  and  experimental  develop- 
ment of  the  system.  The  varied  and  contradictory  experience  and 
testimony  of  engineers  concerning  the  improvement  of  rivers  by  this 
method  rendered  its  cautious  adoption  necessary.  The  results  are  now 
fully  justifying  the  judgment  of  the  engineers  in  charge,  and  may  be 
comparatively  tabulated  as  follows: 


Part  of  river. 


Before 
improvement. 


2  feet. 

1.5  feet  

3  feet, 

3  feet, 

2  feet   

3|  to  4  feet, 

A  fter  partial 
improvement. 


'Only  two  of  the  worst  bars  on  this  stretch  improved. 

The  following  local  results  are  more  indicative  of  the  capabilities  of 
the  system,  as  the  appropriations  have  not  permitted  work  on  all  the 
shoals  on  any  one  reach  : 


Locality. 


Pig's  Eye  

Nininger  

Smith's   

Mount  Vernon 
Betsy  Slough  . . 

Winona  

Queen  s  Bluff  - 
CaesTille  1 


Before 
improvement. 


After  partial 
improvement. 


Feet. 

Feet. 

1.3 

4.5 

1.  0 

3.7 

1.  3 

4.  5 

2.  0 

4.  5 

1.  5 

4.  5 

1.  5 

3.0 

2.  5 

3.  6 

1.9 

4,0 

8 


REPORT  OF  MISSISSIPPI  RIVER  COMMISSION. 


We  do  therefore  agree  in  approval  of  the  system  and  work  of  improve- 
ment now  being  conducted  on  the  Upper  Mississippi  by  Oapt.  A.  Mac- 
kenzie, United  States  Engineers,  and  in  the  recommendation  that  it  be 
prosecuted,  with  such  modifications  as  experience  may  suggest,  simulta- 
neously on  allthe  parts  requiring  improvement,  as  far  as  practicable  "under 
appropriations,  with  a  view  of  securing  a  minimum  depth  of  G  feet  from 
Saint  Paul  to  Saint  Louis. 

Whether  this  work  is  done  directly  by  the  engineers  in  charge  or  by 
contract,  it  is  equally  essential  that  the  sums  appropriated  be  sufficient 
to  justify  the  procuring  of  the  complete  and  expensive  plant  necessary  for 
the  efficient  and  economical  execution  of  such  work.  The  appropriations 
heretofore  made  have  not  allowed  the  necessary  provision  by  the  gov- 
ernment's agents,  nor  have  they  induced  or  justified  parties  qualified  by 
large  means  and  experience  for  the  performance  of  engineering  contracts 
to  engage  in  this  business. 

We  do  therefore  further  recommend  the  adoption  by  Congress  of  the 
estimates  submitted  for  the  coining  fiscal  year  by  Oapt.  A.  Mackenzie, 
United  States  Engineers,  amounting  to  $1,000,000,  equally  divided  on 
the  river  above  and  below  Des  Moines  Rapids,  with  the  understanding 
that  the  plans  for  the  continuance  of  the  work  be  submitted  to  this  com- 
mission for  its  approval. 

We  also  recommend  that  provision  be  made  for  the  maintenance  and 
operation  of  Des  Moines  Canal  similar  to  that  already  made  for  the 
Louisville  Canal.  Such  structures  are  always  subject  to  accidents  that 
cannot  be  foreseen  or  provided  against.  There  is  also  the  possibility  of 
failure  to  pass  the  appropriation  bill  in  whicb  this  provision  may  be 
included.  Either  of  these  contingencies  would  result  in  extreme  loss 
and  hardship  to  a  very  large  class  and  to  very  great  interests. 

A  letter  from  Captain  Mackenzie,  United  States  Engineers,  relative 
to  the  commerce  of  the  upper  river,  a  statement  relative  to  the  works  of 
improvement  under  his  charge,  and  letters  from  parties  experienced  and 
interested  in  the  navigation  of  the  upper  river  are  submitted  as  appen- 
dixes.   (Appendixes  B,  C,  and  I).) 

IMPROVEMENT  BY  MEANS  OE  RESERVOIRS. 

This  subject,  though  not  embraced  in  the  act  organizing  the  commis- 
sion, was  referred  to  them  during  the  past  season,  especial  reference 
being  had  to  the  system  of  reservoirs  proposed  for  the  headwaters  of  the 
Upper  Mississippi,  Saint  Croix,  Chippewa,  and  Wisconsin  rivers.  At 
that  time  the  field  operations  for  the  present  season  had  been  already 
laid  out,  and  as  the  sum  allotted  by  Congress  for  the  use  of  the  commis- 
sion was  considerably  less  than  either  their  original  estimate  or  their 
supplemental  estimate,  they  did  not  feel  justified  in  diverting  any  money 
from  the  more  important  Mississippi  work  to  follow  up  this  new  subject 
of  investigation.  They  had  indeed  been  obliged  to  give  up  a  projected 
scheme  of  observations  on  the  lower  river  and  to  confine  themselves  to 
observations  on  the  Upper  Mississippi,  because,  although  second  in  im- 
portance, they  were  less  costly  than  those  required  on  the  main  river. 
For  these  reasons  the  commission  have  mainly  confined  themselves  to  a 
careful  revision  of  the  data  already  collected  by  the  Engineer  Depart- 
ment, United  States  Army,  which  has  from  time  to  time  been  published 
in  the  annual  reports  of  the  Chief  of  Engineers,  U.  S.  A.  These  data 
are  confessedly  imperfect  and  entirely  inadequate  for  a  satisfactory  study 
of  so  important  a  subject,  but  as  it  is  all  that  is  available,  the  commis- 
sion can  at  present  only  submit  a  preliminary  and  general  report  on  the 


REPORT  OF  MISSISSIPPI  RIVER  COMMISSION. 


9 


subject.  The  surveys  already  made  have  shown  that  the  country  around 
the  headwaters  of  the  rivers  in  question  seems  fairly  well  adapted  to  the 
construction  of  storage  reservoirs  of  considerable  capacity,  the  more 
northerly  streams  having,  however,  the  advantage  in  this  respect.  On 
the  Upper  Mississippi,  in  fact,  the  holding  ground  which  might  be  ob- 
tained is  considerably  in  excess  of  even  the  most  favorable  estimate  of 
the  amount  of  collectable  water.  On  the  other  three  streams  the  reverse 
is  the  case.  On  these  latter  rivers  State  concessions  to  private  parties 
have  led  to  the  construction  of  numerous  damson  the  mainstreams  and 
their  tributaries,  which  are  used  in  the  interest  of  various  lumber  firms. 
These  dams  have  thrown  the  projected  government  works  high  up 
towards  the  headwaters,  where  the  number  and  choice  of  sites  is  re- 
stricted. This  is  doubly  unfortunate,  both  as  limiting  the  scope  of  the 
improvement  and  also  its  availability,  unless  the  United  States  acquire 
jurisdiction  over  the  private  works  lower  down  the  streams.  Otherwise, 
the  parties  owning  or  operating  these  private  dams  might  have  it  in  their 
power  to  interfere  very  seriously  with  the  proper  management  of  the  im- 
provement, or  even  to  defeat  it  altogether.  The  attention  of  Congress  is 
respectfully  invited  to  this  subject. 

The  engineer  officers  who  have  from  time  to  time  reported  on  this  res- 
ervoir project  have  made  various  estimates  as  to  the  amount  of  water 
which  can  be  impounded  in  the  reservoirs  and  added  to  the  low-water 
flow  of  the  streams.  The  latest  estimate  allows  a  discharge  from  the 
Upper  Mississippi  series  of  6,400  cubic  feet  per  second  for  a  period  of  100 
days.  This  estimate  is  necessarily  somewhat  hypothetical,  as  time 
and  money  have  not  been  available  for  obtaining  precise  information  on 
the  subject.  After  a  careful  revision  of  the  published  data,  the  com- 
mission is  forced  to  the  conclusion  that  this  may  be  an  overestimate  even 
for  an  average  of  several  years,  and  that  the  low- water  increment  may 
not  be  as  great  as  supposed.  For  years  of  minimum  rainfall,  which 
may  not  exceed  15  inches,  the  estimated  increment  certainly  cannot  be 
obtained.  What  the  true  amount  will  be  cannot  beat  present  stated,  it- 
can  only  be  determined)  by  careful  gaugings  of  the  streams  which  drain 
the  various  areas.  These  gaugings  should  extend  over  a  full  period  of 
twelve  months,  and  observations  should  at  the  same  time  be  made  to 
determine  the  annual  precipitation  to.  which  the  measured  discharge 
corresponds.  The  determination  of  this  matter  with  accuracy  is  abso- 
lutely essential,  as  the  increment  to  the  low-water  discharge  furnished 
by  the  Upper  IVIississippi  series  is  by  far  the  most  important  of  all  from 
every  point  of  view,  while  all  the  estimates  which  have  been  made  of 
its  amount  show  but  little  if  any  surplus  of  collectible  water  over  reser- 
voir capacity,  and  if  these  estimates  are  too  great,  as  now  seems  possi- 
ble, the  effect  will  have  a  serious  bearing  on  the  whole  subject. 

With  regard  to  the  three  other  rivers,  the  amounts  estimated  as  col- 
lectible are  so  much  in  excess  of  the  proposed  reservoir  capacity  that 
any  error  in  this  estimate  would  have  but  little  if  any  bearing  on  the 
result.    In  other  words,  the  estimates  are  well  on  the  safe  side. 

The  last  estimates  furnished  by  the  local  engineer  were  as  follows : 

From  Upper  Mississippi  series   6,400  cubic  feet  per  secoii  l. 

From  Saint  Croix  series   3,974      "       "    "  11 

From  Chippewa  series   2,897     "      "  "      "  . 

From  Wisconsin  series   2,084      "       "    "  " 

Total   15,355     *       11    "  " 

These  amounts  it  was  supposed  could  be  furnished  for  a  period  of  100 
days,  so  as  practically  to  cover  the  low-water  period. 


10 


REPORT  OF  MISSISSIPPI  RIVER  COMMISSION. 


This  would  insure  a  minimum  discharge  past  Saint  Paul  of  12720O 
cubic  feet  per  second ;  below  the  St.  Croix,  of  20,474  cubic  feet ;  below 
the  Chippewa,  of  24,4G1  cubic  feet,  and  below  the  Wisconsin  of  36,645 
cubic  feet. 

The  officer  in  charge  of  the  work  further  gives  his  reasons  for  suppos- 
ing that  the  increment  to  the  low-water  flow  of  the  tributaries  would 
insure  them  a  good  navigable  depth,  and  would  render  any  other  system 
of  improvement  unnecessary,  or  at  least  reduce  its  extent.  This  matter 
does  not  come  within  the  scope  of  the  duties  of  this  commission,  and  we 
have  only  to  remark  that,  granting  these  assumptions  to  be  correct, 
which  we  have  no  reason  to  doubt,  the  question  would  come  fairly  before 
Congress  for  its  action,  as  a  legitimate  project  for  the  improvement  of 
the  navigation  of  these  tributary  streams. 

As  concerns  the  effect  likely  to  be  produced  on  the  main  river,  we 
cannot  commit  ourselves  to  a  definite  opinion  till  our  observations  on  the 
Upper  Mississippi  shall  have  been  completed.  We  can  at-present  only 
state  our  views  in  the  most  general  way  as  to  wrhat  effect  a  reservoir 
system  may  be  expected  to  produce  upon  a  river  like  the  one  we  are 
considering,  with  some  comparison  between  the  effects  thus  produced 
and  those  due  to  other  well-known  and  long-tried  systems  of  improve- 
ment. 

In  order  to  clear  the  ground  for  this  discussion  we  desire  to  state  that 
it  will  in  our  opinion  be  hopeless  to  look  for  any  appreciable  mitigation 
of  the  violence  of  Hoods  from  this  or  any  other  system  of  reservoirs  yet 
proposed,  nor  does  the  local  engineer  entertain  any  such  view.  De- 
structive floods  are  generally  due  to  local  causes,  heavy  rains  occurring 
in  the  vicinity  of  the  main  river,  and  floods  from  the  lower  tributaries 
superposed  upon  a  swollen  river.  The  effect  of  holding  back  a  few 
thousand  cubic  feet  of  water  from  the  discharge  of  the  remote  northern 
tributaries  would  have  no  appreciable  result  in  preventing  disastrous 
inundations  in  those  portions  of  the  main  river  where  they  now  occur, 
and  where  alone  damage  from  this  source  is  to  be  apprehended.  It 
remains  therefore  only  to  discuss  the  effect  produced  upon  the  low- water 
navigation. 

In  considering  this  subject,  it  is  necessary  to  bear  in  mind  that  in  the 
present  condition  of  affairs  we  have  really  two  entirely  different  rivers 
to  deal  with.  First,  we  have  the  river  at  high  stages,  when  a  great  vol- 
ume of  water  flows  along  with  an  impetuous  current,  and  banks  a  mile 
or  more  apart,  while  the  vast  masses  of  sand  in  motion,  and  the  alternate 
building  up  and  destruction  of  banks,  bars,  and  islands  attest  the  great 
energy  of  the  stream.  At  low  stages  we  have  a  shrunken  and  compara- 
tively insignificant  stream,  its  scanty  volume  one-tenth  to  one-fifteenth 
of  the  high- water  flow,  spread  thinly  over  portions  of  the  wide,  high- 
water  bed,  while  narrow,  tortuous  and  shallow  channels  meander  through 
the  great  sand  deposits  of  the  high  river.  Between  these  two  extremes 
we  have  all  possible  conditions,  but  still  the  fact  remains  apparent  that 
the  flood  stage  is  the  ruling  condition ;  that  then  the  bed  is  shaped  and 
defined,  and  that  to  the  great  disparity  between  the  two  conditions  the 
difficulties  of  navigation  are  due ;  it  is  no  question  of  the  absolute  size 
of  the  high  river  but  simply  of  the  difference  between  it  and  the  lower 
stage.  The  system  of  channel  improvement  now  in  progress  seeks  to 
concentrate  the  scattered  waters  of  the  low  stage,  and  by  confining  them 
within  narrow  limits  to  increase  their  scouring  efficiency  and  insure  sta- 
bility of  location.  The  results  so  far  obtained  have  been  of  marked 
benefit,  and  the  system  can  be  extended  almost  indefinitely,  though  the 
absolute  increase  in  navigable  depth  attainable  is  probably  limited  in 


REPORT  OF  MISSISSIPPI  RIVER  COMMISSION. 


11 


amount,  and  the  works  themselves  are  liable  to  be  destroyed,  or  their 
contemplated  effects  negatived  by  the  action  of  the  high  river  over  which 
they  have  no  control  whatever.  It  would  therefore  seem  that,  setting 
aside  the  question  of  cost,  the  only  system  of  improvement  which  would 
insure  permanency,  and  at  the  same  time  develop  to  the  utmost  the 
capabilities  of  the  stream  for  navigable  purposes,  would  attack  the  high 
river  itself  and  endeavor  to  bring  it  under  control. 

In  its  present  condition  the  great  volume  of  flood  waters  is  spread 
over  a  very  wide  channel,  its  depth  being  small  in  comparison  with  its 
width ;  at  the  same  time  its  scouring  power  is  frittered  away,  owing  to 
the  great  extent  of  surface  on  which  it  acts  or  is  expended  in  attacking 
the  banks.  The  current,  owing  to  frictional  resistance,  is  slackened  and 
the  rapidity  of  discharge  decreased,  with  a  consequent  increase  in  height 
of  flood  level.  The  materials  torn  from  the  banks,  or  brought  in  by  tribu- 
taries, cannot  be  carried  away,  but  gradually  accumulates  in  the  channel^ 
forming  obstructions,  which,  by  deflecting  the  current,  cause  further 
caving  of  banks,  accompanied  by  a  local  raising  of  the  bed  and  the  flood 
line.  These  accumulated  masses  of  sand  remain  behind  as  the  river 
falls,  and  form  the  bars  which  impede  navigation  at  low  stages. 

Were  the  high  river  confined  within  such  limits  of  width  as  theoretical 
investigation  should  show  to  be  compatible  with  an  efficient  discharge 
section,  and  the  banks  protected  from  erosion,  the  scouring  power  of 
the  stream,  being  concentrated  over  a  moderate  area,  would  soon  form 
a  deep  channel,  and  the  resulting  detp  and  narrow  section  would  be  far 
more  efficient  than  the  wide  and  shallow  one  of  the  unregulated  river. 
Owing  to  decrease  in  frictional  resistance  the  volume  of  flood  waters 
would  be  passed  oft'  more  readily  and  rapidly,  the  mean  velocity  of  the 
current  would  be  increased,  and  the  flood  line  would  be  lowered.  The 
influx  of  sand  from  caving  banks  would  be  stopped,  and  that  brought 
in  by  tributaries  would  be  carried  so  far  and  scattered  so  generally  as 
to  prevent  any  local  accumulation  which  would  interfere  with  the  low- 
water  flow,  while,  as  the  river  declined  from  the  higher  to  the  lower 
stages,  the  width  and  depth  would  regularly  diminish  till,  at  the  low- 
est stage,  if  the  improvement  were  properly  proportioned,  a  width  would 
be  reached  that  would  insure  a  depth  ample  for  all  purposes  of  naviga- 
tion. This  would  also  give  a  definite,  stable  channel  free  from  the  innu- 
merable crooks  and  turns  that  now  form  such  a  formidable  impediment 
to  navigation.  The  commission  cannot,  from  present  information,  lay 
down  the  dimensions  or  suggest  the  method  of  carrying  out  such  an 
improvement,  neither  can  they  estimate  its  cost  nor  state  whether  it  is 
financially  possible;  they  simply  describe  it  as  the  system  which,  if  it 
could  be  carried  into  execution,  would  give  the  greatest  attainable  bene- 
fits, and  to  which  any  system  followed  out  should  approximate  as  closely 
as  possible. 

In  its  present  unregulated  condition  the  water  in  floods  moves  along 
vast  masses  of  sand,  which  wholly  or  in  part  obliterate  the  channels  of 
the  previous  season,  and  which,  arrested  in  their  motion  when  the  fall 
sets  in,  remain  as  bars  of  greater  or  less  dimensions.  While  the  river 
is  high  the  depth  over  their  crests  is  probably  sufficient,  as  a  general 
rule,  to  allow  boats  to  pass  freely  over  them,  but  as  the  river  declines 
this  depth  rapidly  diminishes  and  soon  becomes  insufficient  for  naviga- 
tion purposes.  Then  ensues  a  period  of  great  difficulty,  when  the  bars 
offer  the  greatest  possible  obstruction,  and  there  is  no  defined  channel 
anywhere.  As  the  fall  continues,  the  water  ponds  up  behind  the  bars 
until  a  sufficient  head  is  obtained  to  form  a  breach  through  them,  which 
then  becomes  the  navigable  channel.    This  process,  called  u  cutting 


12 


REPORT  OF  MISSISSIPPI  RIVER  COMMISSION. 


out,"  may  be  repeated  several  times  in  the  course  of  the  season,  the 
depth  and  width  diminishing  and  the  tortuousness  increasing,  but,  as  a 
general  rule,  where  only  one  channel  at  a  time  is  formed,  the  depth,  even 
at  lowest  stages,  is  much  greater  than  obtains  where  there  are  several 
such  channels,  as  occurs  at  all  the  bad  bars,  and  it  is  upon  this  fact  that 
the  present  system  of  low-water  improvement  is  based. 

This  cutting  out  process  is  the  turning  point  in  the  whole  system  of 
river  navigation.  After  the  river  has  fallen  sufficiently  to  forbid  farther 
passage  over  the  bars,  everything  depends  upon  the  promptness  and 
thoroughness  with  which  the  low-water  channels  are  developed.  When 
they  are  once  formed,  any  considerable  rise  which  may  occur  is  apt  to  be 
injurious,  unless  it  be  sufficiently  great  to  restore  the  depth  over  the 
bars ;  otherwise  it  will  move  sufficient  sand  to  fill  up  or  impair  the  newly 
developed  channels,  and  restore  the  transition  period  already  alluded  to, 
with  all  its  difficulties.  The  period  at  which  the  cutting  out  process 
sets  in  varies  with  the  different  seasons.  A  great  flood  is  generally  fol- 
lowed by  a  season  of  bad  low- water  navigation  owing  to  the  quantity  of 
sand  moved,  and  to  the  great  extent  of  the  changes  inaugurated,  but,  as 
a  general  rule,  the  most  important  factor  is  the  rate  of  decline  from  the 
high  to  the  low  stage.  Even  in  the  case  of  a  great  flood,  the  low- water 
channels  may  be  in  better  condition  if  the  flood  be  followed  by  a  slow, 
gradual  decline,  than  in  the  case  of  a  lesser  flood  followed  by  a  rapid 
or  irregular  decline.  Anything,  therefore,  which  reduces  the  rapidity  of 
the  fall  from  the  higher  stages  is  a  benefit,  probably  in  the  direct  ratio, 
of  the  amount  of  this  reduction,  and  it  is  here  that,  in  our  opinion,  the 
true  effect  of  reservoir  action  must  come  in.  If,  as  we  take  for  granted, 
the  impounded  water  is  to  be  let  out  on  the  falling  river  in  a  volume 
measurably  proportioned  to  the  rate  of  depletion  of  the  main  stream, 
the  effect  will  be  to  lessen  the  rapidity  of  the  fall,  and  will  therein  prove 
a  benefit  so  far  as  it  goes.  If  the  increment  of  flow  were  considerable, 
the  effects  would  also  be  considerable,  while  probably  little  practical 
value  would  attach  to  an  increment  of  small  size.  The  period  of  trans- 
ition is,  however,  still  to  be  bridged  over,  unless  the  reservoirs  furnish  a 
sufficient  supply  to  render  the  cutting  out  process  unnecessary.  If,  how- 
ever, they  prolong  the  transition  period,  a  result  which  may  occur,  they 
would  temporarily  be  a  positive  detriment.  After  the  low-water  chan- 
nels have  been  cutout,  the  increased  discharge  should  certainly  be  bene- 
ficial, at  least  at  those  places  where  either  from  natural  conditions  or 
artificial  works  a  single  channel  is  formed.  Where  the  river  is  much  cut 
up  with  numerous  shifting  subsidiary  channels,  we  should  imagine  the 
benefits  likely  to  be  derived  from  reservoir  supply  to  be  inappreciable. 
It  must  be  borne  steadily  in  mind,  in  considering  this  question,  that 
nothing  can  be  expected  from  the  increase  in  discharge  due  to  reservoir 
supply,  over  and  above  what  would  be  found  under  normal  conditions 
with  a  discharge  of  similar  amount  except  the  effects,  already  alluded 
to,  as  accompanying  a  lessening  of  the  rate  of  decline  from  high  to  low 
stages. 

Against  any  benefits  accruing  from  a  reservoir  system  must  be  set  the 
great  uncertainty  attendant  on  their  use ;  the  difficulty  and  cost  of 
maintenance  and  operating;  the  variations  in  rainfall  from  year  to 
year,  giving  at  times  an  excessive  and  at  times  a  deficient  supply  ;  and 
finally  the  risk  of  the  rupture  of  one  or  more  dams,  with  the  loss  of  the 
impounded  water  and  other  damaging  effects.  These  uncertainties 
would  doubtless  deprive  such  a  system  of  improvement  of  much  of  its 
•estimated  value. 

We  are  therefore  of  the  opinion  that  a  reservoir  system  that  shall 


REPORT  OF  MISSISSIPPI  RIVER  COMMISSION. 


13 


efficiently  supersede  other  methods  of  improvement  will  have  to  be  of 
sufficient  magnitude  to  control  a  large  proportion  of  the  river  discharge  ; 
if  of  less  magnitude,  the  direct  benefits  will  be  somewhat  doubtful,  but 
will  be  greater  on  a  regulated  than  on  an  unregulated  river. 

We  have  no  reason  to  doubt  that  the  Upper  Mississippi  River  is  sus- 
ceptible of  direct  channel  improvement  to  any  reasonably  desired  ex- 
tent without  the  aid  of  reservoirs. 

The  question  whether  reservoirs  can  be  advantageously  used  as 
adjuncts  to  the  contraction  of  river  width  on  which  the  channel  improve- 
ment depends  is  mainly  one  of  cost. 

An  increase  by  reservoirs  of  the  low-water  flow  would  diminish  the 
amount  of  contraction  of  low- river  width  which  otherwise  would  benec- 
eessary,  thus  diminishing  its  cost,  while  above  Prescott  the  greater 
width  which  thus  might  be  adopted  for  the  regulated  river  would  be  of 
value ;  but  if,  on  further  study,  the  construction  of  one  or  more  of  the 
reservoirs  which  furnish  water  at  the  cheapest  rate  should  be  deemed 
advisable,  they  would  be  valuable  only  after  the  contraction  of  the  river 
had  been  carried  to  the  fullest  economical  development,  and  not  till  then 
should  they  be  built. 

The  uncertainty  surrounding  the  subject  can  only  be  removed  by  ex- 
tended and  systematic  observations  as  to  the  amount  of  water  that  can 
be  collected  and  stored  up  in  reservoirs,  and  also  as  to  the  effect  which 
may  be  expected  to  follow  its  addition  to  the  low- water  flow  of  the 
river.  In  order  to  carry  out  these  observations  we  estimate  that  $27,000 
will  be  required. 

There  is  a  possibility  that  the  system  is  capable  of  greater  extension 
than  is  now  contemplated.  It  is  obviously  desirable  that  this  point 
should  be  settled,  and  that  the  whole  subject  of  dam  location  should  be 
revised,  the  sites  proposed  for  dams  more  carefully  examined,  and  the 
estimates  of  cost  placed  on  a  surer  basis  than  at  present.  For  this  pur- 
pose a  further  sum  of  $22,000  will  be  needed. 

We  also  beg  leave  to  recommend,  as  a  measure  of  ordinary  prudence 
and  economy,  the  withdrawal  from  entry  of  such  public  lands  as  are 
liable  to  be  overflowed  by  any  reservoir  the  construction  of  which  may 
be  decided  on  as  part  of  a  comprehensive  system,  and  such  legislation 
as  will  place  these  streams  throughout  their  entire  length  under  the 
control  of  the  United  States  before  any  work  is  begun. 

The  efficient  use  of  the  best  reservoir  system  is  not  consistent  with 
the  ownership  and  control  by  private  parties  or  corporations  of  any 
dams  below  the  reservoirs. 

The  possible  benefits  to  be  derived  from  an  efficient  reservoir  system 
may  be  briefly  summarized  as  follows: 

First.  Such  a  system  would  perhaps  in  some  degree  aid,  in  the  man- 
ner hereinbefore  discussed,  the  low-water  navigation  in  the  main  river 
below  Saint  Paul  as  tar  down  as  the  mouth  of  the  Saint  Oroix,  a  dis- 
tance of  30  miles.  But  these  beuefits  would  be  greater  and  more  certain 
upon  an  improved  river  than  they  possibly  could  be  if  the  impounded 
water  is  supplied  to  the  stream  in  its  present  unimproved  condition. 

Second.  It  would  give  a  needed  supply  of  water  during  the  low-river 
stage  to  the  mills  at  the  Sauk  Rapids  and  at  Minneapolis,  on  the  Missis- 
sippi, and  at  various  localities  on  the  other  rivers. 

Third.  It  would  aid  in  some  respects  the  lumber  interests  on  the 
Mississippi  River  above  Saint  Anthony's  Falls,  and  on  the  tributaries 
named,  until  the  adjacent  lands  are  deforested. 

It  is  therefore  apparent  that  the  interests  to  be  subserved  by  the  con- 
struction of  reservoirs  at  the  headwaters  of  the  Mississippi,  Saint  Croix, 


14 


REPORT  OF  MISSISSIPPI  RIVER  COMMISSION. 


Ohippewa,  and  Wisconsin  rivers  are  not  in  any  great  measure  identical 
with  those  which  are  directly  dependent  on  the  improvement  of  the 
navigation  of  the  main  stream  below  the  Falls  of  Saint  Anthony. 

It  seems  proper  to  state  that  Major  Allen,  the  local  engineer  in  charge 
of  these  reservoir  investigations,  who  has  freely  placed  the  records  of 
his  office  at  the  disposal  of  the  commission,  has  stated  that  he  regards 
his  last  estimate  of  $1,400,000  for  the  construction,  and  $208,000  for 
the  first  ten  years'  maintenance  and  operation  of  the  entire  reservoir  sys- 
tem, as  considerably  too  low.  He  now  places  the  cost  of  construction 
and  ten  years'  maintenance  at  about  $2,000,000,  exclusive  of  land  dam- 
ages. If  we  estimate  the  land  damages  at  $1,000,000  to  $2,000,000, 
the  reservoir  system  maintained  ten  years  wilUcost  from  $.1,000,000  to 
$4,000,000,  and  at  this  cost  can  only  be  regarded  as  an  auxiliary  to  the 
method  of  direct  channel  improvement  now  in  process  of  execution.  In 
this  view  Major  Allen  coincides. 

Captain  Mackenzie's  estimate  of  the  cost  of  securing  by  direct  means 
a  6-foot  channel  from  Saint  Paul  to  Eock  Island,  a  distance  of  397  miles, 
is  $2,847,900.  Jielow  this  the  reservoir  system  cannot  be  expected  to 
have  any  appreciable  effect. 

RECAPITULATION. 

In  recapitulation,  the  conclusions  of  the  commission  may  be  stated  as 
follows : 

First.  The  system  of  works  in  progress  on  the  Mississippi  River  be- 
tween Saint  Paul  and  mouth  of  the  Illinois  River,  with  the  modifica 
tious  which  experience  will  suggest,  is  adequate  for  the  improvement 
of  navigation,  and  should  be  pushed  rapidly  to  completion. 

Second.  A  sufficient  improvement  of  the  river  is  not  to  be  expected 
from  the  action  of  a  system  of  reservoirs  alone. 

Third.  It  is  possible  that  on  the  completion  of  the  observations  now 
in  progress,  some  of  the  proposed  reservoirs  which  furnish  water  at  the 
least  cost,  may  be  found  to  be  economical  aids  to  the  principal  system 
of  channel  contraction.  But  they  should  only  be  built  when  the  works 
for  channel  contraction  approved  have  been  carried  to  the  fullest  eco- 
nomical development. 

Fourth.  It  is  recommended  that  the  entire  amount  of  $1,000,000,  esti- 
mated by  Capt.  A.  Mackenzie  for  the  coming  fiscal  year,  for  carrying 
on  the  adopted  improvements  between  Saint  Paul  and  the  mouth  of  the 
Illinois  River,  be  appropriated  in  one  sum. 

Fifth.  It  is  recommended  that  the  Des  Moines  Rapids  Canal  be  placed 
upon  the  same  footing  as  regards  maintenance,  operation,  and  repairs, 
as  the  Louisville  Canal. 

Sixth.  It  is  recommended  that  the  sum  of  $49,000  be  appropriated 
for  continuing  the  observations,  examinations,  and  surveys  necessarily 
required  as  preliminary  to  a  trustworthy  estimate  of  the  capabilities  and 
cost  of  an  efficient  reservoir  system. 

OUTLETS  AND  LEVEES. 

As  embodying  further  information  touching  the  effects  of  outlets, 
dams,  and  levees  upon  the  regimen  of  the  lower  river,  a  report  by  a 
committee  of  this  commission  is  appended.  Inasmuch  as  the  facts 
stated  in  the  report  bear  more  or  less  directly  upon  subjects  embraced 
and  treated  at  some  length  in  the  first  report  of  the  commission,  and 
in  the  minority  report  thereunto  appended,  it  has  been  deemed  proper 


REPORT  OF  MISSISSIPPI  RIVER  COMMISSION. 


15 


to  place  the  paper  in  this  form  before  Congress,  without  entering  upon 
any  discussion  thereon  at  the  present  time. 
All  of  which  is  respectfully  submitted. 

Q.  A.  GILLMOBE, 
Lieutenant- Colonel  of  Engineers,  Bvt.  Maj.  Gen., 

President  Mississippi  River  Commission. 
C.  B.  COMSTOCK, 
Major  of  Engineers  and  Bvt.  Brig.  General. 
CHAS.  R.  SITTER, 

Major  of  Engineers,  U.  8.  A. 
HENRY  MITCHELL, 

Coast  and  Geodetic  Survey. 
B.  M.  HARROD. 
BENJAMIN  HARRISON. 

This  report  is  concurred  in  by  me,  with  the  exception  of  that  part  of 
it  which  relates  to  the  improvement  by  means  of  reservoirs. 

I  have  not  sufficiently  investigated  this  subject  to  justify  an  opinion 
upon  it. 

JAMES  B.  EADS. 

Hon.  Alexander  Ramsey, 

Secretary  of  War, 


LIST  OF  PAPERS  ACCOMPANYING  THE  FORF.<*»IN<i  REPoP I  . 


Financial  statement   Appendix  A 

Letter  of  Capt.  A.  Mackenzie,  Corps  of  Engineers,  relative  to  commerce  of 

Upper  Mississippi  River    Appendix  B 

Memoranda   relating  to  works  of  improvement  on  Upper  Mississippi 

River     Appendix  C 

Circular  letter  of  Capt.  A.  Mackenzie,  with  replies  thereto   Appendix!) 

Report  of  Committee  on  Levees  and  Outlets   Appen  dix  E 


APPENDIX  A. 

f i n anc i al  stat e  m  e  n t . 

Office  Mississippi  River  Commission, 

Saint  Louis,  Mo.,  December  11.  1880. 

Balance  February  16,  1880,  as  per  statement  accompanying  report  of  March 


6,  1880  '   $90,000 

Amount  appropriated  by  act  approved  June  16,  1880   150,000 

240, 000 

Amount  expended  February  16,  to  December  11,  1880,  including  outstand- 
ing liabilities : 

For  surveys  and  observations,  salaries  of  commissioners,  mileage,  and  inspec- 
tion, office  and  general  expenses   135,  000 

Balance,  which  it  is  estimated  will  be  required  during  the  remainder  of  fiscal 

year  ending  June  30,  1881   105,. 000 


240,000 
SMITH  S.  LEACH, 
First  Lieutenant  of  Engineers,  Secretary  of  Mississippi  River  Commission. 


16 


REPORT  OF  MISSISSIPPI  RIVER  COMMISSION. 


APPENDIX  B. 

letter  of  (  apt.  a.  mackenzie,  corps  ok  engineers. 

United  States  Engineer  Office, 

Rock  Island,  III.,  December  2,  I860. 
Dear  General:  Your  letter  of '29  is  received.    Oar  information  relating  to  dimen- 
sions and  draughts  of  boats  and  barges  on  upper  river  is  not  as  definite  as  it  should 
be.    My  answers  to  your  questions  will  not,  therefore,  be  as  satisfactory  as  I  would 
like  to  make  them. 

The  largest  boats  navigating  my  stretch  of  river  are  the  side-wheel  boats  of  Keokuk 
Northern  Line.  Two  or  three  of  the  heaviest  of  these  form  a  line  from  Saint  Louis  to 
Keokuk,  the  others  run  through  from  Saint  Louis  to  Saint  Paul  or  La  Crosse  as  stage 
of  river  permits.  The  draught  to  which  these  boats  can  be  loaded,  depends  on  depth 
of  hold,  which  (excepting  War  Eagle)  will  not,  I  think,  exceed  6  feet.  The  depth  of 
hold  of  these  boats  and  their  barges  can  be  obtained  accurately  from  Keokuk  Northern 
Line  office,  in  Saint  Louis.  It  is  difficult  to  say  what  depth  of  water  is  desired  by 
steamboatmen.  Their  present  boats  are  built  to  suit  present  condition  of  river,  and 
if  a  6-foot  channel  were  guaranteed,  perhaps  they  would  give  a  greater  depth  of  hold. 
My  own  opinion  is,  though,  that  the  class  of  boats  now  running  will  accommodate 
upper  river  commerce  for  all  time,  as  the  bulk  of  freight  will  be  carried  in  barges. 
The  raft  and  tow  boats  draw  from  2.}  to  4  feet,  and  on  tin-  latter  draught  a  very  power- 
ful tow-boat  can  he  built.  Lumber  rafts  draw  from  16  inches  to  30  inches.  Barges 
now  in  use  are  loaded  to  from  3  feet  to  5  feet,  the  hitter  figure  being  about  extreme 
capacity.  The  barge  Strasburger  of  Keokuk  Northern  Line  will  carry  12,000  bushels  of 
wheat  on  draught  of  5  feet. 

Colonel  Macomb's  estimates  for  5  feet  to  Rock  Island  and  4|  thence  to  Saint  Paul 
were  based  on  grades  of  Des  Moines  Rapids  Canal  and  Rock  Island  Rapids.  The 
depth  of  4  feet  on  Rock  Island  Rapids  was  iixed  by  a  Hoard  on  ground  that  such  a 
depth  would  afford  better  navigation  than  was  found  in  river  above.  A  special  report 
on  Rock  Island  Rapids  is  inclosed.  The  ruling  depth  on  the  rapids  should  not  control 
the  proposed  depth  at  other  points  on  account  of  effect  of  greater  depth  on  speed.  A 
boat  drawing  4  feet  to  run  and  handle  well  should  have  at  least  6  feet  and  her  speed 
will  be  considerably  increased  ou  a  depth  of  8  tret. 

Our  theoretical  estimates  are  based  on  a  depth  of  6  feet  from  Saint  Paul  to  the  mouth 
of  the  Illinois.  There  is  not  enough  water  in  river  at  lowest  stages  to  secure  a  greater 
depth  than  6  feet  on  extreme  upper  part,  unless  the  river  is  converted  into  a  canal. 
On  the  other  hand  a  depth  of  6  feet  at  least  from  Saint  Paul  to  mouth  of  the  Illinois 
will,  I  have  no  doubt,  be  ample  for  all  purposes  of  economical  transportation.  When 
there  is  plenty  of  water  boats  occasionally  load  to  the  capacity  of  their  hold  from  4 
feet  to  6  feet. 

During  high  spring  Hoods  ice  barges  sometimes  come  down  drawing  10  feet,  but 
these  arc  exceptions.  As  the  river  talis  boats  are  loaded  to  a  less  draught  and  some- 
times they  are  not  loaded  at  all,  freight  being  carried  on  their  barges. 

The  large  side-wheel  boats  run  during  the  greater  part  of  the  season,  but  during  low 
water  do  not  go  up  higher  than  La  Crosse.  They  could  always  reach  Hastings  as  well 
as  La  Crosse,  but  between  these  points  the  crossing's  are  so  numerous  and  deep  pools 
so  short  that  the  river  is,  as  they  term  it,  very  c<  slow.'7  When  the  river  gets  very  low 
the  heavier  boats  are  laid  up  and  the  business  is  done  by  long  light-draught  stern- 
wheelers  and  barges. 

Boats  load  a  few  inches  deeper  below  Keokuk  than  from  that  point  to  La  Crosse.  I 
have  been  told  that  the  class  of  boats  running  from  Saint  Louis  to  Keokuk  should  be 
able  to  load  to  at  least  5  feet  to  make  trips  pay.  Below  Keokuk  the  minimum  depth 
on  bars  is  no  greater  than  above,  but  the  pools  are  deeper  and  longer  and  boats  can 
load  to  full  depth  of  water  on  shoalest  reef  and  even  a  few  inches  deeper.  Above  Keo- 
kuk the  number  of  shallow  reaches  is  greater,  and  constant  laboring  with  slow  time 
wouldresnlt  from  deep  loading.  At  extremely  low  stages,  whichdo  not.last  m  uch  Ion  gei 
than  one  month  in  a  season,  but  unfortunately  occur  when  greatest  amount  of  freight 
is  ready  for  shipment,  we  may  say  that  we  are  liable  to  have  from  Saint  Paul  to 
Hastings  not  more  than  '20  inches,  from  Hastings  to  La  Crosse,  since  worst  points  have 
been  improved,  not  less  than  3  feel,  and  from  La  Crosse  down  from  :U  to  4  feet. 

Of  the  largest  boats  the  greatest  draught  loaded  is  about  7  feet  for  War  Eagle,  6 
feet  for  others,  and  the  minimum  draught  about  3  feet. 

As  regards  our  bench-marks,  a  large  number  are  on  trees,  but  many  are  reasonably 
permanent,  being  on  rock  or  stone  foundations  of  warehouses  or  on  bridge  piers.  In 
fact,  above  Rock  Island  these  permanen  t  marks  are  quite  close  together.    We  propose 
next  season,  if  it  is  possible,  to  establish  permanent  benches  over  the  whole  district. 
I  am,  verv  respectfully, 

A.  MACKENZIE, 

Captain  of  Engineers. 

General  C.  B.  COMSTOCK. 


REPORT  OF  MISSISSIPPI  RIVER  COMMISSION. 


17 


APPENDIX  C. 


MEMORANDA  RELATING  TO  WORKS  OF  IMPROVEMENT .  ON  THE  UPPER  MISSISSIPPI 
RIVER  BETWEEN  SAINT  PAUL  AND  THE  MOUTH  OF  ILLINOIS  RIVER  (ROCK  ISLAND 
AND  DES  MOINES  RAPIDS  EXCEPTED). 


The  first  works  of  any  magnitude  for  the  improvement  of  the  Upper  Mississippi 
River  were  begun  in  1878.  Prior  to  this  time  some  experiments  in  closing  chutes  by 
dams  of  stone  and  brush  had  been  made  by  the  United  States  steamer  Montana,  and 
with  very  satisfactory  results,  at  Pig's  Eye  Island  and  Ninuinger  Slough,  two  points 
between  Saint  Paul  and  Hastings. 


COST  OF  THE  WORK  TO  DECEMBER  1,  1880. 


On  June  18,  1878,  Congress  appropriated  $250,000  for  improvements  between  Saint 
Paul  and  Des  Moines  Rapids,  of  which  $20,000*  were  directed  to  be  expended  in  the 
trial  of  Adams's  flume. 

(Note. — Nothing  has  yet  been  done  with  the  flume,  and  no  information  can  be  given 
as  to  its  efficacy.) 

On  the  same  day  $100,000  were  appropriated  for  work  between  Des  Moines  Rapids 
and  the  mouth  of  the  Illinois  River.  As  no  accurate  information  was  at  hand  con- 
cerning the  amount  and  character  of  the  work  needed  on  thi."  650  miles  of  river 
extending  from  Saint  Paul  to  the  mouth  of  the  Illinois  River,  it  was  deemed  best  at 
the  outset  to  cause  a  thorough  survey  to  be  made  of  the  entire  stretch  of  river,  with  a 
view  to  studying  the  same  and  obtaining  the  necessary  data  for  plans  and  estimates 
for  a  comprehensive  system  of  improvements.  This  survey,  including  the  office  work 
and  preparations  of  maps,  plans,  and  estimates,  has  cost  $82,000,  and  it  is  considered 
that  the  money  has  been  well  spent,  as  without  the  information  obtained  from  such  a 
survey  it  would  be  working  in  the  dark  to  attempt  to  present  plans  and  estimates  on 
such  data  as  could  be  obtained  from  casual  observation  and  hearsay  evidence.  On 
March  3,  1879,  Congress  made  a  further  appropriation  of  $100,000  for  the  river  from 
Saint  Paul  to  Des  Moines  Rapids,  and  $40,000  for  the  river  between  Des  Moines  Rap- 
ids and  the  mouth  of  the  Illinois  River,  and  again  on  June  14,  1880,  $150,000  for  the 
river  above,  and  $100,000  for  the  river  below  Des  Moines  Rapids.  From  these  latter 
appropriations  $10,000  to  the  Gen.  Barnard  for  removing  snags,  &c,  to  aid  in  prepar- 
ing the  shores  for  riprap,  and  for  repairs  to  dams  and  other  works. 

The  statement  below  will  show  the  amount  received  by  appropriation,  the  amount 
expended  to  December  1,  18S0,  for  improvements,  and  the  amount  still  available  for 
the  work. 

Money  Statement. 


Appropriation  above  Des  Moines  Rapids. 

June  18,  1878   $250,  000 

March  3,  1879    100,  000 

June  14,  1880   150,000 

Total  above  Des  Moines  Rapids   $500,  000 


A  ppropriation  below  Des  Moines  Rapids. 

June  18,  1878    100, 000 

March  3,  1879    40,  000 

June  14,  1880    100,  000 

Total  below  Des  Moines  Rapids   240,  000 


Total  for  Upper  Mississippi  River   740,  000 

Expended  for  surveys,  &c   82,  000 

Expended  for  Adams's  flume   20,  000 

Allotted  to  steamer  Barnard   10,  000 

Balance  available  December  1,  1880,  to  complete  works  already 

begun   134,  000 


246, 000 


Amount  expended  on  improvements   494,  000 

*This  amount  of  $20,000  came  out  of  the  next  appropriation  of  $100,000,  instead  of  the  $253,000  as 
stated. 

H.  Ex.  95  2 


18 


REPORT  OF  MISSISSIPPI  RIVER  COMMISSION. 


RECORD  OF  IMPROVEMENTS. 
AT  PIG'S  EYE  BARS. 

As  before  mentioned,  a  dam  was  built  in  1874  across  the  head  of  the  Eastern  Chute, 
which  resulted  in  the  improvement  of  the  crossing  at  the  head  of  the  island.  In  1878 
between  the  foot  of  Pig's  Eye  Island  and  Kaposia  ten  spur-dams  were  built,  which 
have  deepened  and  strengthened  the  channel  at  this  formerly  very  bad  locality. 

NEWPORT  BARS. 

Newport  Chute  was  closed  in  1878,  and  one  spur-dam  built  above  head  of  island. 
The  depth  of  water  in  the  crossing  has  been  materially  increased. 

NINNIGER  SLOUGH. 

A  dam  was  built  by  the  Montana  in  1875  across  the  head  of  this  slough,  which  caused 
a  material  deepening  in  the  main  channel. 

HASTINGS  TO  PRESCOTT. 

In  1878  seven  dams,  including  the  closing  of  Prescott  Island  Chute,  were  built  on 
this  stretch  of  3  miles  of  river.  In  1879  the  right  bank  below  Hastings  was  protected 
for  a  distance  of  800  feet,  and  also  1,250  feet  shore  protection  was  built  at  Dibble's 
Point  to  prevent  the  river  from  breaking  through  into  Lake  Saint  Clair.  There  is  now 
good  water  along  the  shore  below  Hastings  and  at  head  of  Prescott  Island,  which  in 
former  years  were  points  of  very  great  obstruction  to  navigation. 

smith's  bar. 

This  bar,  which  was  the  worst  obstruction  between  Prescott  and  Chippewa,  was 
thoroughly  improved  in  1879  by  construction  of  5  wings  and  1,000  linear  feet  shore 
protection. 

RED  WING. 

The  north  channel  leading  to  Lake  Pepin  was  closed  in  1880,  with  a  view  to  in- 
creasing the  amount  of  water  in  the  middle  and  Wacouta  channels ;  2,075  feet  of  shore 
protection  were  built. 

crat's  island. 

Iu  1878  three  dams  were  built  at  this  locality,  and  the  crossing  at  the  head  of  the 
island  improved.  In  1879,  1,977  feet  of  shore  protection  were  constructed  on  left  bank, 
and  in  1880,  in  order  to  complete  the  work  and  improve  the  crossing  at  foot  of  Crat's 
Island  and  the  crossing  above  Tepeota  Point,  two  spur-dams  were  built  and  737  feet 
shore  protection. 

at  beef  slough. 

The  operations  at  this  locality  in  1878,  consisting  of  five  dams  and  considerable  shore 
protection,  resulted  in  the  improvement  of  the  long  crossing  below  Tepeota  Point.  In 
1879  and  1880  the  project  for  this  locality  Avas  completed,  and  it  is  hoped  that  the  work 
already  done  will  give  a  good  river  from  Wabasha  to  Alma,  formerly  perhaps  the 
worst  piece  of  river  of  the  Upper  Mississippi.  The  work  of  1880  consisted  of  six  dams 
and  6,100  feet  shore  protection. 

AT  HEAD  OF  WEST  NEWTON  ISLAND. 

Pomme  de  Terre  Slough  was  closed  in  1880  near  its  head,  and  the  island  shore  pro- 
tected for  a  distance  of  about  1,200  feet.  It  is  expected  that  the  effect  of  this  dam  will 
be  the  improvement  of  West  Newton  Bar,  as  also  of  the  river  from  head  of  West  New- 
ton Island  to  Mount  Vernon,  which  is  sometimes  very  bad,  especially  in  the  vicinity 
of  Minneesha. 

MOUNT  VERNON  BAR. 

This  most  troublesome  bar  was  eradicated  in  1879  by  construction  of  six  dams  and 
250  feet  shore  protection.    This  is  one  of  the  most  successful  works  now  completed. 


REPORT  OF  MISSISSIPPI  RIVER  COMMISSION.  19 


ROLLING  STONE  BARS. 

Work  has  been  carried  on  at  this  locality  for  the  last  three  seasons,  and  the  improve- 
ment is  now  nearly  completed.  In  1878  four  dams  were  built  and  considerable  shore 
protection ;  in  1879  two  dams  and  1,000  feet  shore  protection  ;  in  1880  two  dams  were 
raised  and  one  dam  built,  as  also  about  700  feet  shore  protection. 

BETSY  SLOUGH  BAR. 

This  improvement,  carried  out  in  1878  and  1879,  has  resulted  in  removing  one  of  the 
worst  bars  on  the  Upper  Mississippi  River,  viz,  the  crossing  at  foot  of  Betsy  Slough. 

ABOVE  WINONA. 

The  project  for  work  at  this  locality  is  now  nearly  completed,  and  marked  improve- 
ment is  shown  in  the  crossing  above  the  bridge.  Seven  dams  and  some  3,600  feet  of 
shore  protection  were  built  in  1879  and  1880. 

queen's  bluff  bar. 

This  very  bad  bar  was  eradicated  in  1879  by  the  construction  of  two  spur  dams  from 
the  Minnesota  shore. 

AT  LA  CROSSE. 

The  work  in  vicinity  of  La  Crosse,  consisting  of  several  closing  dams  and  about  a 
mile  of  shore  protection,  was  done  partly  by  the  Saint  Paul  Railroad  Company,  partly 
under  special  appropriation,  and  partly  under  the  appropriation  from  Saint  Paul  to 
Des  Moines  Rapids,  all  the  work  being  under  the  supervision  of  the  government.  It 
has  resulted  in  the* improvement  of  the  river  from  the  head  of  Minnesota  Island  to 
foot  of  Grand  Island  below  La  Crosse. 

AT  GUTTENBERG. 

Work  on  improvement  of  Guttenberg  channel  was  begun  lats  in  1880,  but  cold 
weather  soon  put  a  stop  to  operations. 

FOOT  CASSVILLE  SLOUGH. 

The  improvement  of  this  very  bad  bar  has  been  effected  by  work  done  in  1879  and 
1880,  consisting  of  three  dams  and  1,800  feet  of  shore  protection.  A  towhead  much 
in  the  way  of  rafts,  situated  about  a  mile  below  Glen  Haven,  was  removed. 

DUBUQUE  HARBOR. 

A  large  amount  of  dredging  was  done  at  this  point  in  1877,  1878,  and  1880  on  the 
bar  in  front  of  the  levee.  The  lower  portion  of  the  bar  has  been  removed  and  the 
landings  much  improved,  as  well  as  the  ferry  crossing. 

BELLKVUE  BAR. 

In  1878  the  eastern  chute  was  closed,  and  although  the  work  is  not  considered  com- 
pleted, the  result  is  very  beneficial. 

BOCK  ISLAND  HARBOR. 

Under  special  appropriation  considerable  dredging  was  done  at  this  point  in  1880 
along  the  landing,  and  much  benefit  was  secured. 

HORSE  ISLAND. 

Work  at  this  point  consisted  in  the  removal  of  bowlders  and  patches  of  ro^k  from 
the  channel.    This  locality  is  now  considered  permanently  improved. 

MUSCATINE  HARBOR. 

Considerable  work  has  been  done  under  special  appropriation  in  dredging  at 
Muscatine. 


20 


REPORT  OF  MISSISSIPPI  RIVER  COMMISSION. 


KEITIISBURG. 

A  large  amount  of  bowlders,  clay,  and  gravel  wcro  removed  by  dredge  from  the  long 
crossing  below  Keitksburg  in  1879  and  1880. 

RUSH  CHUTE  AND  BURLINGTON  HARBOR. 

Work  has  been  in  progress  at  this  locality  for  several  years,  but  owing  to  the  smal 
amount  of  special  appropriations,  has  not  yet  been  finished.  It  is  hoped  in  the  coming- 
spring  to  complete  the  permanent  improvement  of  Rush  Chute.  Much  good  has  re- 
sulted from  the  dredging  along  the  Burlington  City  front. 

SIIOKOKON  SLOUGH. 

"Work  was  begun  with  a  view  to  closing  Shokokon  Slough,  and  thus  improving  the 
very  bad  river  on  the  west  side,  between  head  and  foot  of  Burlington  Island,  some  6 
miles  of  river.   Cold  weather  interrupted  the  work,  which  will  be  resumed  in  the  spring. 

VICINITY  OF  DALLAS  AND  PONTOOSAC. 

Several  low  dams  wore  built  in  1878,  contracting  the  width  of  the  river.  Some 
dredging  was  done  at  head  of  Dallas  Island,  and  a  large  quantity  of  bowlders  were  re- 
moved from  the  Pontoosac  crossing. 

NEAR  ALEXANDRIA. 

(  ♦ 

Work  was  begun  in  1880  at  this  locality  under  special  appropriation,  for  the  purpose 
of  improving  the  famous  Warsaw  crossing  and  preserving  the  harbor  of  Alexandria. 

One  dam  was  completed  and  another  well  under  way  when  lack  of  funds  compelled 
cessation  of  operations. 

ABOVE  GREGORY'S  LANDING. 

Work  was  begun  in  1880  for  the  improvement  of  the  bad  bar  above  Gregory's  Land- 
ing, but  ice  on  the  river  put  an  end  to  operations  after  the  work  was  well  started.  It 
is  hoped  to  finish  the  work  in  the  spring  of  1881. 

VICINITY  OF  CANTON. 

Canton  and  Smoot  chutes  were  closed  by  dams  and  1,000  feet  shore  protection 
built  in  1879.  The  result  has  been  to  turn  the  channel  over  the  Missouri  shore,  much 
shortening  the  distance  as  well  as  improving  the  harbor  of  Canton.  Much  more  work 
will  be  needed  in  the  stretch  of  the  main  river,  extending  from  head  to  foot  of  Canton 
Chute. 

VICINITY  OF  QUINCY. 

Under  special  appropriation,  the  very  bad  crossing  in  front  of  Quincy  was  thoroughly 
improved  in  1879  by  the  construction  of  a  wing-dam  from  the  Missouri  shore.  Much 
dredging  has  been  done  in  Quincy  Bay  with  a  view  to  establishing  an  ice-harbor. 

HARBOR  OF  HANNIBAL. 

Under  special  appropriation,  a  large  amount  of  dredging  has  been  done  in  the  har- 
bor of  Hannibal,  and  much  good  has  resulted  therefrom.  Two  dams  have  been  built 
with  a  view  to  keeping  the  channel  on  the  Missouri  shore,  and  thus  prevent  the  re- 
filling of  the  dredged  area. 

AT  GILBERT'S  ISLAND. 

Much  work  has  been  done  in  this  vicinity  in  the  past  two  seasons,  and  much  re- 
mains to  be  done  in  order  to  effect  a  permanent  and  radical  improvement.  The  diffi- 
culties to  be  overcome  were  very  great,  but  it  is  hoped  that  the  coming  season  will 
show  good  results.   Nine  dams  and  10,800  feet  of  shore  protection  have  been  constructed. 


REPORT  OF  MISSISSIPPI  RIVER  COMMISSION. 


21 


AT  SLIM  ISLAND. 


Some  4  miles  of  very  bad  river  were  thoroughly  improved  in  1879.  The  works  con- 
sisted of  five  dams  and  4,800  feet  of  shore  protection.  This  is  the  most  successful  work 
below  Des  Moines  Rapids. 

AT  WESTPORT  CHUTE. 

Work  was  begun  on  this  very  bad  piece  of  river  late  in  1880,  and  was  soon  inter- 
rupted by  ice.    It  will  be  resumed  early  in  the  spring. 

Summary, 
Improvements  made  to  December  1,  1880. 


Locality. 


Pig's  Eye  Bars  

Newport  

Hastings  to  Prescott  

Redwing  

Crat's  Island  

Beef  Slough  

Mount  Vernon  

Rolling  Stone  Bars  

Betsy  Slough  

Above  Winona  

Queen's  Blnfl'  

Vicinity  of  La  Crosse  

G-uttenberg  

Foot  Cassville  Slough  

Dubuque  

Belle vue  Bar  

Pock  Island  Harbor  

Horse  Island  

Muscatine  

Below  Keithsburg  

Push  Chute  and  Burlington 

Shokokon  Slough  

Dallas  and  Pontoosac  

Near  Alexandria  

Above  Gregory's  Landing . . 

Vicinity  of  Canton  

Vicinity  of  Quincy  

Harbor  of  Hannibal  

Gilbert's  Island  

Westport  Chute  

Slim  Island  


1874  and  1878  

1878  

1878  and  1879  

1880  

1878, 1879  and  1880 
1878, 1879  and  1880 

1879  

1878, 1879  and  1880 

1878  and  1879  

1879  and  1880  

1878  

1877, 1878  and  1879 

1880  

1879, 1880  

1877. 1878  and  1879 

1878  

1880  

1878. 1879  and  1880 

1877,  1878  and  1880 
1879  and  1880  .... 
1877, 1878  and  1880 

1880  

1879  

1880  

1880  

1879  

1879  and  1880  

1880  

1878,  1879  and  1880 

1880  

1879  


Condition. 


Completed. 
Do. 
Do. 
Do. 
Do. 
Do. 
Do. 

Nearly  completed ;  good  results. 
Completed. 

Nearly  completed ;  good  results. 
Completed. 

Finished  to  foot  of  Grand  Island. 
Begun. 
Completed. 
Good  progress  made. 
Do. 

Begun ;  good  results. 
Completed. 
Good  progress  made. 
Do. 

Burlington  work  finished.  Push 
Chute  improvement  nearly  so. 
Begun. 

Do. 

Do. 

Do. 

Begun ;  good  results. 

Bar  improved;  good  progress  on 

ice-harbor. 
Good  progress. 
Four  miles  river  improved. 
Begun. 

Four  miles  river  improved. 


LOCALITIES  TO  BE  IMPROVED. 


There  follows  a  list  of  bars  that  must  be  improved  to  secure  from  4  to  4^  feet  at  low 
water  between  Saint  Paul  and  mouth  of  Illinois  River.  The  bars  below  enumerated 
having  been  improved,  there  will  still  remain  a  large  number  of  bars,  which  it  will 
be  necessary  to  improve  iu  order  to  secure  6  feet,  but  these  latter  are  not  at  present 
taken  into  consideration. 


22 


REPORT  OF  MISSISSIPPI  RIVER  COMMISSION. 


List  of  bars  requiring  improvement  to  secure  4  to  4-J-  feet  at  low  water  between  Saint  Paul  and 

Des  Moines  Rapids. 


List  of  bars. 


Condition. 


Frenchman's  Bar  

Island  No.  2  Bar  

Red  Rock  Bar  (two  crossings)  

Below  Newport  

Bobinson's  Island  Bar  

Island  No.  10  (above  Pine  Bend)  

Boulanger's  Bar  

Nininger  Slough  

Above  Nininger  

Foot  Nininger  Slough  

Foot  Prescott  Island  

Island  No  20  

Diamond  Bluff  Bar  

Head  Lake  Pepin  

Below  Read's  Landing  

Above  "Wabasha  

Pine  Island  Bar  

Above  Minneeska  

Island  No.  50  

Above  Chimney  Rock  

Below  Chimney  Rock  

Weld's  Bar  

Argo  Island  

Vicinity  of  Homer  

Above  La  Moille  

Below  Trempeleau  

Opposite  Richmond  

Dakota  

Dresbach  

Grand  Crossing  

Island  No.  110  

Head  Coon  Slough  

Coon  Slough.  Bends  

Broad  Axe  Bend  !  

Head  Crooked  Slough   

Valley  Crossing   

Below  McGregor  

Wyalusing  

Vicinity  of  Clayton  (two  crossings) 
Glen  Haven  Chute  


Very  bad. 
Do. 
Do. 

Very  bad. 

Very  bad. 
Do. 
Do. 
Do. 


Very  bad. 
Do. 
Do. 


Verv  bad. 


Very  bad 
Do. 


Very  bad. 

Do. 


List  of  bars. 


Guttenberg  Channel  

Hurricane  Island  

Below  Findley's  Landing  

Specht's  Ferry  

Parson's  Bar   

Above  Dubuque  

Nine-Mile  Island  

Deadman's  Bar  

Mouth  of  Galena  River  

Above  Bellevue  

Sand  Prairie  

Arnold's  Bar  

Keeler's  Bar  

Above  Savanna  

Below  Dark  Slough  

Island  281  

Above  Lyons  

Wapsie  Bar  

Cordova  Bar  

Vicinity  of  Buffalo  

Above  Oquawka  

Below  Oquawka  

Burlington  to  Dallas  

Pontoosac   

Appanoose  

Below  Fort  Madison   

Above  Nauvoo  

Above  Montrose  

Tolly  Island  

Smoot's  Bar  

Wyaoonda  Bar  

Whitney's  Bar  

Armstrong  Island  

Mundy's  Landing  

Below  Louisiana  

Krider's  Bend  

Foot  Slim  Island  to  Hamburg 

Cap  au  Gris  

Dardenne  Island   

Enterprise  Island  


Condition. 


Very  bad. 
Do. 
Do. 


Very  bad. 


Very  bad. 
Do. 
Do. 
Do. 
Do. 

Verv  bad. 
Do. 
Do. 
Do. 


Very  bad. 


Those  marked  very  bad  will  be  first  improved,  and  as  many  of  them  in  1881  as  funds 
will  permit. 

As  it  has  been  demonstrated  by  work  already  done  that  the  Upper  Mississippi  can 
be  materially  improved  by  the  methods  now  being  carried  out,  and  having  shown  the 
great  amount  of  work  remaining  to  be  done,  the  follo  wing  facts  are  given  to  show  why 
large  annual  appropriations  are  needed  for  the  successful  continuance  of  the  work,  as- 
the  complete  improvement  of  the  river,  even  with  liberal  appropriations,  must  occupy 
several  years,  and  as  cha'nges  are  continually  going  on,  estimates  made  long  in  ad- 
vance are  of  but  little  value,  but  the  closest  approximation  now  possible  places  the 
cost  at  about  $10,000  per  mile,  or  $6,500,000  for  the  entire  length  of  river  from  Saint 
Paul  to  the  mouth  of  the  Illinois  River  (Rock  Island  and  Des  Moines  rapids  excepted), 
provided  annual  appropriations  are  large  enough  to  do  the  work  systematically  and 
economically;  with  limited  appropriations  the  cost  will  be  materially  increased.  The 
total  amount  given  is  for  a  length  of  650  miles  of  river,  in  which  are  included  many 
long  stretches  now  good  and  which  may  not  require  improvement  for  many  years  to 
come. 

The  total  figure,  though  large,  is  small  as  compared  with  the  interests  involved,  as 
it  is  an  estimate  for  providing  a  transportation  route  of  unlimited  capacity. 

An  appropriation  of  $500,000  is  asked  by  the  Engineer  Department  for  the  Missis- 
sippi River  from  Saint  Paul  to  Des  Moines  Rapids,  and  the  same  amount  for  the  river 
from  Des  Moines  Rapids  to  the  mouth  of  the  Illinois,  or  $1,000,000  for  carrying  on  the 
improvement  of  over  650  miles  of  river,  for  the  fiscal  year  ending  June  30,  1882.  Under 
large  appropriations  work  can  be  done  much  more  economically  and  to  better  advan- 
tage, contractors  and  the  government  being  able  to  put  into  the  field  sufficient  plant 
in  the  way  of  steamboats,  barges,  &c,  which  could  not  be  done  in  case  of  small  works ; 
under  small  appropriations,  allotments  must  be  made  for  many  bars,  with  probably  in- 
sufficient money  to  complete  the  improvements  at  any  of  them,  whereas  with  large  ap- 
propriations sufficient  sums  can  be  allotted  to  each  locality  to  finish  the  work  at  that 
point. 


REPORT  OF  MISSISSIPPI  RIVER  COMMISSION. 


23 


The  improvement  of  a  single  bar,  or  of  a  few  bars,  only  benefits  navigation  to  an 
inconsiderable  extent,  but  by  attaching  and  improving  simultaneously  all  the  bars  of 
a  certain  degree  of  "  badness,"  the  river  may  be  improved  to  a  limited  extent  all  along 
the  line.  After  the  first  series  of  works  are  completed,  boats  loading  deeper  will 
meet  with  another  set  of  bars  not  quite  so  bad  as  the  former,  and  these  can  be  im- 
proved the  next  season.  Tims,  in  each  year  the  full  benefit  of  all  improvements  will 
be  derived,  and  so  on  until  the  entire  improvement  is  completed.  When  a  work  is 
begun  it  should  be  completed  at  ouce,  as  otherwise  the  result  of  work  already 
done  may  be  lost,  owing  to  frequent  changes  on  the  river.  As  long  as  the  entire  river 
is  not  put  under  control,  changes  will  continually  go  on,  and  for  this  reason  it  is  un- 
wise and  inexpedient  to  present  long  in  advance  definite  plans  and  estimates,  but 
while  the  proper  system  is  being  followed  such  plans  are  unnecessary.  It  is  consid- 
ered, therefore,  better  to  ask  for  one  appropriation  for  a  given  length  of  river,  than  to 
ask  specific  sums  for  individual  localities,  as  the  river  may  so  change,  in  the  time  be- 
tween the  estimate  and  the  receipt  of  the  appropriation,  as  to  make  the  bars  appro- 
priated for  good  for  the  time  being,  and  others,  not  before  so  prominent,  the  worst 
of  all. 

The  amount  asked  for  may  appear  large,  but  it  must  be  remembered  that  it  is  the 
aggregate  estimate  for  a  large  number  of  separate  works.  If  appropriations  were 
asked  for  each  locality  sei>arately,  as  can  ordinarily  be  done,  the  individual  sums 
would  appear  small. 

With  an  appropriation  of  $500,000  for  the  river  from  Saint  Paul  to  Des  Moines 
Rapids,  work  can  be  done  in  a  single  year  which  will  render  the  river  as  good  from 
Saint  Paul  to  La  Crosse  as  it  is  now  from  La  Crosse  to  Des  Moines  Rapids,  and  also 
greatly  improve  the  river  from  La  Crosse  down,  and  the  expensive  transfer  of  freight 
and  passengers  now  made  in  low-water  periods  at  La  Crosse  or  Winona  can  be  done 
away  with.  In  regard  to  the  section  of  river  between  Des  Moines  Rapids  and  the 
mouth  of  the  Illinois,  the  points  of  obstruction  are  comparatively  few,  but  generally 
each  embraces  a  long  stretch  of  river  and  they  are  thus  very  expensive  to  improve. 
It  is,  then,  important  that  the  appropriation  be  large  enough  to  admit  the  allotment  of 
a  sufficient  sum  to  each  selected  locality  to  complete  the  improvements  at  that 
locality. 

But  perhaps  the  most  cogent  reason  of  all  in  favor  of  a  large  appropriation  is,  that 
by  carrying  on  the  work  already  commenced,  as  speedily  as  possible,  the  benefits  to 
be  derived  from  improvements  may  be  secured  at  once. 


APPENDIX  D. 

circular  letter  of  capt.  a.  mackenzie,  corps  of  engineers. 

United  States  Engineer  Office, 

Rock  Island,  III.,  December  — ,  1880. 

M  : 

It  is  desirable  in  connection  with  a  continuance  of  the  improvements  of  the  Upper 
Mississippi  to  know  to  what  extent  work  already  done  has  benefited  commerce. 

I  should  be  glad  to  have  your  opinion  as  to  whether  the  work  heretofore  done  has 
benefited  the  class  of  navigation  in  which  you  are  interested,  and  what  additional 
work  or  modifications  of  plans  are  needed  to  make  the  improvement  complete  and 
navigation  safe. 

Very  respectfully,  your  obedient  servant, 

A.  MACKENZIE, 

Captain  of  Engineers. 


MESSRS.    W.  J.  YOUNG  &  COMPANY. 

Office  of  W.  J.  Young  &  Co., 
Steam  Gang-Saw  Mim.s; 
Clinton,  Iowa,  December  4,  1880. 
Dear  Sir  :  Your  favor  of  present  month,  December,  1880,  at  hand.    In  reply  will 
say  we  think  a  large  amount  of  good  has  been  done  to  navigation  of  the  Mississippi 
River  by  your  commission,  and  yet  we  think  that  you  have  only  demonstrated  in  a 
miniature  way  the  great  possibilities  of  making  the  Mississippi  River  one  of  the  best 
navigable  rivers  in  the  world,  and  it  should  not  be  neglected  any  longer;  the  United 
States  is  able,  and  we  believe  the  people  of  the  United  States  are  willing,  to  make 
liberal  appropriations  to  carry  forward  this  great  national  work,  and  we  trust  that 


24 


REPORT  OY  MISSISSIPPI  RIVER  COMMISSION. 


the  importance  of  the  work  will  l>e  truly  and  faithfully  presented  to  the  present  Con- 
gress, and  that  liberal  appropriations  will  be  made. 

We  would  most  respectfully  call  your  attention  to  another  matter  of  much  needed 
improvements  in  river,  namely,  guard-booms  or  piling  properly  located  at  each  bridge 
so  as  to  insure  more  safety  to  passages  of  boats  and  rafts.  It  is  not  an  uncommon 
occurrence  for  our  boats  as  well  as  passenger-boats  to  be  detained  a  whole  day  and 
night  on  account  of  danger  of  getting  through  when  there  is  a  stiff  breeze  blowing; 
we  think  that  every  bridge  that  our  boats  pass  through  with  rafts  costs  us  not  less 
that  $25  more  than  it  would  if  there  was  no  bridge  there.  Now  let  us  count  from 
Beef  Slough  to  Clinton,  La  Crosse,  Dubuque,  and  Sabula,  three  bridges,  makes  $75; 
and  seventy  to  eighty  rafts.  It  will  be  safe  to  say  we  will  average  eighty  rafts  per 
year,  and  with  present  mode  of  passage  through  bridges  it  will  cost  us  $6,000  per  nav- 
igable season.  Will  you  please  call  Mr.  Weyerhauser's  attention  to  this,  and  see 
how  near  he  agrees  with  this  statement,  and  we  do  wish  you  would  call  attention  of 
all  navigators  of  Mississippi  River  between  Saint  Louis  and  Saint  Paul  to  this  matter 
of  so  great  importance.  Pardon  this  long  letter,  hastily  written,  about  these  matters 
of  much  importance. 

Verv  truly,  vours, 

W.  J.  YOUNG  &  CO. 

A.  Mackenzie, 

Captain  of  Engineers,  U.  S.  A. 


LETTER  OF  MR.  P.  S.  DAVIDSON. 

La  Crosse,  December  6,  1880. 

Dear  Sir  :  I  think  the  improvements  done  along  at  different  points  on  the  upper 
river  have  been  the  means  of"  making  a  good  channel  where  the  channel  was  bad. 
I  think  the  work  has  done  all  that  could  be  expected  of  it. 

Work  of  a  similar  kind  is  needed  at  the  following  points:  Between  Wabasha  and 
Reeds,  at  West  Newton,  Homer,  Dresbach,  Coon  Slough,  and  Bad  Axe.  If  those 
places  were  fixed  I  think  we  would  have  a  pretty  good  channel  in  this  part  of  the 
river. 

Yours,  truly, 

P.  S.  DAVIDSON. 

Capt.  A.  Mackenzie. 


LETTER  OF  THE  DANIEL  SHAW  LUMBER  COMPANY. 

Eau  Claire,  Wis.,  December  6,  1880. 
Dear  Sir  :  I  inclose  a  letter  from  Capt.  A.  Mackenzie,  of  the  United  States  En- 
gineer service  at  Rock  Island,  111.,  which  explains  itself. 

I  have  written  him  regarding  the  Chippewa  River  improvement,  and  said  I  would 
request  you  to  call  a  meeting  of  steamboat  men  at  your  place  and  Read's  Landing, 
and  ask  you  to  forward  to  him  a  copy  of  any  resolutions  you  might  pass. 
Yours,  very  truly, 

The  Daniel  Shaw  Lumber  Company, 
EUGENE  SHAW,  General  Manager. 

Capt.  Jos.  Buisson, 

Jl'abasha,  Minn. 


resolutions,  etc.,  adopted  by  meeting  of  masters  and  pilots. 

Read's  Landing,  Minn.,  December  11,  1880. 

Dear  Sir  :  In  accordance  with  the  above  request,  at  a  meeting  of  the  undersigned 
masters  and  pilots  of  steam-vessels  engaged  in  towing  logs  and  lumber  on  the  Upper 
Mississippi,  between  Saint  Paul  and  Saint  Louis,  held  at  Read's  Landing,  Minn.,  De- 
cember 11,  1880,  Capt.  Daniel  Davidson  was  appointed  chairman  and  Capt.  J.  M. 
Turner,  secretary. 

The  following  preamble  and  resolutions  were  adopted  : 

Whereas  the  United  States  Government  for  several  years  past  have  been  putting  in 
jetty  dams  and  riprapping  the  shores  in  divers  places  on  the  Mississippi  River,  be- 
tween Saint  Paul  and  Saint  Louis,  for  the  purpose  of  deepening  the  channel  of  said 
river  in  the  interests  of  commerce  : 

Resolved,  That  in  our  opinion  said  dams,  and  the  location  of  the  same,  are  of  great 
benefit  lo  the  navigation  of  the  Upper  Mississippi  River  and  to  the  lumbering  interests 


REPORT  OF  MISSISSIPPI  RIVER  COMMISSION. 


25 


generally,  and  more  especially  the  dams  placed  in  the  mouth  of  the  Chippewa  River,  and 
a  few  miles  in  and  above  the  mouth  of  said  river,  at  a  place  known  as  Flower  Pot,  and 
also  the  several  dams  placed  in  the  Mississippi  River  at  divers  places  between  Wabasha, 
Minn.,  and  Alma,  Wis. 

Besolved,  That  at  the  present  time  the  most  serious  and  dangerous  obstacles  to  the 
navigation  of  rafts  of  logs  and  lumber,  towed  by  boats  on  the  Mississippi  River,  are 
the  railroad  bridges  and  their  approaches,  and  we  believe  the  following  improvements 
would  materially  obviate  the  dangers  of  this  class  of  navigation,  and  we  earnestly 
recommend  them  to  your  favorable  consideration : 

1st.  At  Winona  Bridge,  by  a  continuation  of  piling  and  planking  the  same  as  above 
the  La  Crosse  Bridge,  to  the  upper  end  of  Elevator,  above  said  Winona  Bridge,  on  the 
west  side  of  the  riyer. 

2d.  The  piling  below  the  La  Crosse  Bridge,  on  the  Minnesota  shore,  including  a 
building  placed  on  said  piling,  is  a  greater  obstruction  to  the  navigation  of  rafts  than 
the  entire  bridge,  and  should  be  removed. 

3d.  A  pier  placed  at  or  near  the  head  of  the  island,  above  Clinton  Bridge,  with  a 
strong  boom  fastened  to  said  pier,  said  boom  to  continue  down  river  to  the  lower  end 
of  stone  pier  of  bridge  next  to  the  island.  The  object  of  this  pier  and  boom  is  to  sheer 
rafts  off  from  said  bridge  pier.  Said  pier  in  its  present  situation  is  extremely  difficult 
to  avoid,  and  annually  does  more  damage  to  this  class  of  navigation  than  it  would  cost 
to  construct  said  pier  and  boom. 

4th.  A  boom  fastened  to  trees  on  the  east  shore  near  said  Clinton  Bridge,  extending 
from  stone  pier  of  said  bridge  next  to  shore  up  river  a  distance  of  1,500  or  2,000  feet. 
The  object  of  this  boom  is  to  keep  rafts  from  running  over  the  bank  in  a  high  stage  of 
water,  and  to  sheer  rafts  off  from  said  bridge  pier. 

5th.  We  recommend  the  same  as  above,  a  pier  and  boom  at  the  Burlington  Bridge, 
to  sheer  rafts  off  of  the  bridge  pier  on  the  west  bank  of  the  river,  which  is  as  danger- 
ous a  place  to  navigate  rafts  as  at  Clinton  Bridge. 

6th.  We  recommend  piling  and  planking  for  a  short  distance  above  the  abutment 
approaching  the  Keokuk  Bridge  on  the  west  side  of  the  river.  This  is  not  only  very 
dangerous  for  rafts  in  passing  said  abutment,  but  also  for  boats  and  barges. 

7th.  We  recommend  that  before  commencing  any  of  the  above  improvements,  that 
the  United  States  Engineer  service  engage  the  services  of  two  practical  and  compe- 
tent raft  pilots  to  point  out  the  above  places  and  give  their  opinions  and  advice  as  to 
the  location  and  kind  of  improvements  necessary  to  make  this  class  of  navigation  less 
dangerous  than  at  present. 

Besolved,  That  as  this  class  of  commerce  and  this  class  of  navigation,  viz,  boats 
towing  logs  and  lumber,  is  largely  in  excess  of  all  other  kinds  of  commerce  and  all 
other  kinds  of  navigation  on  the  Upper  Mississippi  River,  we  deem  it  the  duty  of  our 
government  to  make  the  above  much-needed  improvements  without  delay,  especially 
when  the  cost  of  making  such  improvements  will  scarcely  exceed  the  damage  done  to 
rafts  of  logs  and  lumber,  boats  and  barges,  during  the  navigation  of  one  single  year. 

Signed  by — 

DANIEL  DAVIDSON. 
J.  M.  TURNER. 
HUGH  DOUGLAS, 

Master  Steamer  Clyde. 
E.  C.  BILL, 

Master  Steamer  Buckeye. 
JOHN  S.  WALKER, 
Master  Steamer  Silver  Wright. 
S.  B.  WITHROW, 

Master  Steamer. 
WILLIAM  YOUNG, 
JOHN  BUISSON. 
JOHN  YOUNG. 
WILLIAM  DOBLER, 
HENRY  YORK. 
HENRY  BUISSON. 
CYP.  BUISSON. 

A.  Mackenzie, 

Captain  of  Engineers. 


LETTER  OF  MR.  SAMUEL  VAN  SANT. 

Davenport,  Iowa,  December  7,  1880. 
Dear  Sir  :  Yours  received.   The  work  already  done  has  greatly  improved  the  river. 
This  year  we  have  had  but  very  little  trouble  in  upper  end  where  we  are  always 
forced  to  split  and  run  our  rafts  in  two  pieces  during  the  low  stage  of  water.    It  would 


26 


REPORT  OF  MISSISSIPPI  RIVER  COMMISSION. 


have  "been  much,  more  difficult  and  expensive  had  it  not  heen  for  stopping  up  the 
sloughs,  building  wing-dams,  riprappiug  the  shores,  &c.  What  is  known  as  the 
Beef  Slough  River  has  always  been  our  greatest  dread,  and  still  is  to  a  certain  extent, 
but  it  has  been  vastly  improved,  and  no  doubt  with  another  year  it  will  be  a  terror  no 
longer.  Betsy  Slough,  so  long  a  sure  "  sticking  place,"  is  as  good  as  any  part  of  the 
river.  So  is  the  river  just  above  Winona.  This  season  no  trouble  there.  Last  season, 
before  improvement,  as  many  as  eight  or  ten  boats  have  been  there  at  one  time, 
either  in  trouble  or  waiting  for  others  to  get  out.  Cassville  Slough  has  been  made 
much  better  also,  and  with  the  work  already  done  and  the  removal  of  the  little 
island  toward  upper  end,  we  will  be  able  to  run  our  rafts  through  said  slough  without 
splitting.  In  fact  our  steamer,  Silver  Wave,  on  her  last  trip  "with  a  very  large  raft 
(15  strings)  ran  through  whole  without  any  trouble.  We  run  very  little  below  Rock 
Island,  but  no  doubt  the  work  below  has  been  just  as  effective.  I  think' I  express  the 
universal  sentiment  of  all  steainboatmen  when  I  say  that  I  hope  the  government  will 
continue  the  good  work  until  the  grand  old  river  will  be  one  of  the  best  navigable 
streams  in  the  world.  The  government  has  done  much  and  can  do  more.  We  earnestly 
hope  it  will  do  it. 

We  meet  with  more  or  less  detention  at  all  the  bridges.  If  there  could  be  heavy 
booms  leading  from  above  down  to  the  piers  between  which  we  usually  run  it  would 
greatly  facilitate  matters.  Then  if  the  draw-span  to  each  bridge  through  which  we 
usually  run  was  piled  and  planked  similar  to  the  La  Crosse  Bridge,  it  would  be  a  great 
benefit.  La  Crosse  Bridge  gives  very  little  trouble,  day  or  night,  with  a  raft  or  barges 
in  tow.  Clinton  Bridge,  owing  to  the  narrow  spans  aud  very  narrow  draw,  is  by  far 
the  worst  bridge  we  have.  In  high-water  we  run  down  Illinois  shore  and  have  to  split. 
We  could  be  greatly  benefited  by  a  stiff  boom  from  shore  abutment,  running  up 
river  100  feet ;  and  even  less  might  do.  Excuse  long  letter. 
Very  respect  full  v.  yours, 

SAM.  VAN  SANT. 

Capt.  A.  Mackenzie, 

United  states  Engineers. 


LETTER  OF  MESSRS.   INGRAM,  KENNEDY  A  CO. 

Office  of  Ingram,  Kennedy  &  Co., 
Dealers  in  Lumber,  Lath,  and  Shingles, 

Ean  Claire,  Wis.,  December  7,  1880. 
Dear  Sir:  Your  communication  of  December,  making  inquiries  in  regard  to  the 
work  done  for  the  improvement  of  navigation  on  the  Upper  Mississippi  River,  is  at 
hand  and  noted,  and  will  say  in  reply  that  the  work  thus  far  done  has  been  of  very 
great  advantage  to  the  navigation  of  boats  and  rafts,  and  the  same  is  true  in  regard 
to  the  work  done  in  the  Chippewa  River.  Had  it  not  been  for  the  work  done  by  the 
government  at  the  mouth  of  the  Chippewa,  we  could  not  have  run  our  rafts  or  boat 
during  the  low  water  of  the  past  season,  and  think  the  plan  you  are  working  is  the 
right  one  to  secure  the  best  results.  If  the  bridges  or  the  spans  run  by  rafts  were 
protected  by  a  strong  timber  boom  supported  by  piers,  so  that  a  raft  or  barge  could  be 
dropped  against  it  and  drop  through,  it  would  be  of  very  great  advantage  ;  in  fact, 
safe  for  that  class  of  navigation. 
Respect  t*u  L  Ly,  you  rs, 

INGRAM,  KENNEDY  &  CO. 

A.  Mackenzie, 

Captain  of  Engineers. 


LETTER  OF  MR.  HUGH  DOUGLAS. 


Wabasha,  Minn.,  December  7,  1880. 
Dear  Sir  :  In  regard  to  the  improvements  on  the  Upper  Mississippi  by  the  govern- 
ment, at  all  the  points  as  far  as  my  knowledge  goes  have  been  of  great  service,  and 
with  a  little  addition  to  what  has  been  done  the  navigation  will  be  good  in  the  lowest 
stage  of  water. 

Yours,  with  much  respect, 

HUGH  DOUGLAS. 

A.  Mackenzie, 

Captain  of  Engineers. 


KEPORT  OTF  MISSISSIPPI  RIVER  COMMISSION. 


27 


LETTER  OF  MR.  A.  REILING. 

Bellevue,  Iowa,  December  8,  1880. 

My  Dear  Sir  :  Yours  of  the  3d  instant  at  hand,  and  as  to  my  opinion  of  the  work 
already  done  on  the  Upper  Mississippi  and  the  benefit  derived  thereof,  would  be  hard 
to  estimate  and  to  do  it  j  ustice. 

When  I  look  back  to  former  years  when  I  used  to  lay  at  Tepeola  for  three  days  and 
no  boat  could  pass  up  or  down  until  they  were  removed,  and  also  at  Mount  Vernon, 
Rolling  Stone,  Betsy  Slough,  and  Bellevue  Bar,  and  the  latter  especially  when  there 
were  nine  boats  lying  at  one  time,  and  had  the  appearance  of  the  levee  at  Saint 
Louis.  But  since  your  improved  (dam)  there  has  been  comparatively  no  trouble,  only 
that  the  dam  may  have  a  tendency  to  change  the  channel  below,  as  it  did  at  Wabasha, 
for  if  you  will  remember,  for  two  years  it  was  almost  impossible  for  rafts  to  get  by,  but 
this  summer  there  was  no  trouble,  but  it  left  the  sand  below  it,  and  it  will  take  some 
time  to  cut  out  a  channel,  and  by  pursuing  the  course  already  commenced,  to  wit, 
confining  the  water  to  one  channel  as  near  as  nature  has  intended,  is  the  only  way  it 
can  be  accomplished. 

You  are  aware  the  lumber  interest  exceeds  that  of  any  other  branch,  and  should  be 
protected.  You  are  fully  aware  that  there  are  a  great  many  bridges,  and  a  great  many 
disasters  occur,  and  especially  to  raft  boats.  These  bridges  should  be  compelled  to 
pile  or  to  boom,  the  same  as  you  have  at  Rock  Island  and  La  Crosse  ;  the  latter  at  one 
time  was  one  of  the  hardest  bridges  to  go  through,  and  now  the  easiest  in  consequence 
of  the  piling. 

Any  further  information  I  may  be  able  to  give  you,  or  any  suggestion  1  may  be  able 
to  make,  I  will  only  be  happy  to  do  so. 
Yours,  very  respectfully, 

A.  REILING. 

P.  S. — Being  called  away  from  home  was  the  cause  of  my  not  making  bids  on  con- 
tracts. 

R, 

Capt.  A.  Mackenzie. 


LETTER   OF   MESSRS.  DIMOCK,  GOULD   &  CO. 

Office  of  Dimock,  Gould  &  Co., 
i  Manufacturers  Woodenware,  Lumber,  &c, 

Moline,  III,  December  8,  1880. 

Dear  Sir:  Referring  to  yours  of  the  3d  instant,  we  wish  to  say  that  we  have  de- 
layed replying  until  we  could  confer  with  the  cax>taiu  of  our  steamboat,  who  was  ab- 
«  sent  at  the  date  of  receipt  of  your  letter. 

We  are  now  pleased  to  say  that  he  informs  us  that  the  improvements  which  have 
been  made  by  the  government  under  the  supervision  of  the  Engineer  Corps  of  the 
United  States,  upon  the  Upper  Mississippi  River,  have  been  of  very  great  advantage  to 
its  navigation,  and  we  hope  that  further  appropriations  commensurate  with  the  magni- 
tude of  commerce  upon  the  stream  will  be  liberally  made  for  a  continuance  of  improve- 
ments in  the  same  direction. 
Respectfully, 

DIMOCK,  GOULD  &  CO. 

Capt.  A.  Mackenzie. 


LETTER  OF  MR.  J.  C.  FOLLMER. 

North  La  Crosse,  December  14,  1880. 

Sir:  I  received  a  communication  from  you  requesting  my  opinion  of  the  work  al- 
ready completed  on  the  Upper  Mississippi  River. 

Whether  my  opinion  be  worth  anything  or  not,  I  will  briefly  state  what  I  know 
from  actual  observation.  No  pilot  will  deny  but  what  the  dams  at  Wabasha,  Mount 
Vernon,  Betsy  Slough,  Black  River,  Cassville  Slough,  Bellevue  Bar,  and  in  fact  all  of 
them  that  have  had  any  time  to  operate  have* improved  the  channel  from  50  to  100  per 
cent. 

At  the  foot  of  Beef  Slough,  in  my  opinion,  there  will  be  good  water  next  season. 
We  could  not  expect  much  benefit  from  it  the  past  season,  as  there  was  a  large  amount 
of  sand  to  be  moved. 

I  can  conceive  of  no  better  plan  for  improving  the  channel  than  the  one  already 
adopted. 


'28 


REPORT  OF  MISSISSIPPI  RIVER  COMMISSION. 


As  to  what  further  improvement  is  necessary,  I  will  say  there  are  several  places  that 
could  he  made  better  for  rafting;  for  instance,  at  the  head  of  Richmond  Slough  there 
are  three  channels,  none  of  which  are  very  good.  Dresbach  is  another.  This  was 
about  as  shoal  a  place  as  we  had  below  the  foot  of  Lake  Pepin.  The  water  could  be 
contined  in  one  or  the  other  of  the  channels  and  have  good  water  at  all  times.  If  in 
such  places  the  water  was  confined  to  one  channel  there  would  be  no  trouble.  Below 
the  mouth  of  Fever  River  is  a  similar  place.  Foot  of  Muscatine  Prairie  and  Skunk 
River  Flats,  by  your  place,  could  be  greatly  improved. 

Not  wishing  to  weary  your  patience,  I  am,  respectfully,  yours, 

J.  C.  FOLLMER. 

Tapt.  A.  Mackenzie. 


LETTER  OF  MKSSUS.   WEYERHAUSER   &  DENKMANN. 

Sir  :  In  compliance  with  the  request  contained  in  your  recent  circular  letter,  we*beg 
leave  to  make  the  following  statement  of  the  benefits  growing  out  of  the  work  al- 
ready done  on  the  Mississippi  River  to  our  class  of  navigation . 

Our  pilots  mention  the  improvement  at  the  mouth  of  Beef  Slough,  although  only 
partially  completed,  as  being  very  important,  and  express  the  hope  that  it  will  be 
completed  at  an  early  date. 

The  dams  at  Mount  Vernon,  at  head  of  Rolling  Stone,  at  Horse  Shoe,  and  from 
the  Wisconsin  shore  opjiosite  Horse  Shoe  Bend,  have  improved  the  channel  consider- 
ably.   If  the  first  three  dams  should  be  raised,  a  further  improvement  would  follow. 

A  considerable  benefit  is  derived  from  riprapping  the  bend  above  Fountain  City. 
This  might  be  extended  advantageously. 

The  improvement  at  Betsy  Slough,  including  riprapping  of  the  bend,  those  at 
Winona  Bridge,  at  Hammond  Chute,  including  riprapping  bend  on  Wisconsin  shore, 
are  very  valuable. 

The  dams  across  the  heads  of  sloughs  in  the  vicinity  of  La  Crosse  very  materially 
deepen  the  channel.  The  height  of  some  of  them  should  be  raised.  Our  pilots  are 
agreed  that  the  improvements  at  the  foot  of  Cassville  Slough  have  effected  a  great 
saving  for  them  of  time  and  money,  and  would  respectfully  suggest  that  the  bend  be 
still  further  riprapped.  The  improvements  at  Bel  lev  ue are  beneficial,  but  should  be 
greatly  extended.    The  dam  across  the  slough  opposite  Bellevue  should  be  raised. 

And  further,  we  beg  leave  to  call  your  attention  to  the  following  much-needed  im- 
provements, viz  :  The  piling  at  Winoua  should  be  extended  farther  up  the  river  and 
planked,  as  at  La  Crosse.  At  the  Sabula  Bridge  piling  should  be  put  in  from  the 
shore  pier  to  the  pork-house,  and  planked.  At  the  Cliuton  Bridge  piling  should  be 
put  in  from  the  second  pier  east  of  the  draw  to  the  head  of  the  islands.  If  with  this 
piling  sheer-booms,  as  at  the  Rock  Island  Bridge,  should  be  hung,  the  undersigned  feel 
assured  in  saying  that  the  handling  of  rafts  at  the  bridges  would  be  much  cheap- 
ened, and  conducted  with  comparative  safety. 

We  would  further  suggest  that  buoys  be  placed  in  the  Rock  Island  Rapids  to  indi- 
cate the  raft  channel  to  raft  r>ilots. 
Very  respectfullv, 

WEYERIIAUSER  &  DENKMANN. 

A.  Mackenzie, 

Captain  of  Engineers. 


LETTER  <>F  MESSRS.   DUNAXT,  WHEELER  &  COMPANY. 

Tow-boat  Line,  Dunant,  Wheeler  &  Co., 

Stillwater,  Minn.,  ,  1880. 

Dear  Sir  :  Your  letter  of  a  late  date  is  received,  and  in  answer  to  your  inquiry  of 
"  What  is  your  opinion  as  to  whether  the  work  heretofore  done  has  benefited  the  class 
of  navigation  in  which  you  are  interested  V  we  answer  very  unhesitatingly  that  it 
has.  Our  boats,  of  which  we  have  five,  all  engaged  in  rafting,  ran  all  last  season ; 
the  water  at  no  time  getting  so  low  in  the  channel  as  to  cause  any  material  trouble, 
which  we  are  well  satisfied  would  not  have  been  the  case  had  it  not  been  for  the  im- 
provements made  by  the  government.  We  have  no  suggestions  to  make.  The  system 
is  good,  and  we  think  the  parties  in  charge  are  thoroughly  conversant  with  what  is 
needed. 

We  would  like  to  make  a  few  suggestions  in  regard  to  some  of  the  bridges,  if  it 
comes  within  your  suggestion. 

First,  the  Winona  Bridge.  If  the  {filing  could  be  extended  along  the  west  shore  from 
the  railroad  depot  to  the  old  elevator,  and  planked,  making  a  smooth  surface  from  the 


REPORT  OF  MISSISSIPPI  RIVER  COMMISSION. 


29 


elevator  to  head  of  west  draw  pier ;  and  at  Clinton  Bridge ;  a  sheer-boom  from  head 
of  Rock  Island  to  second  pier  east  of  draw  pier.  The  distance  is  something  like 
500  feet.  This  is  one  of  the  most  difficult  bridges  to  run  with  a  raft  in  high  water,  on 
account  of  cross-currents  and  narrowness  of  spans.  During  the  extreme  high  water 
of  the  past  season  scarcely  a  raft  passed  the  bridge  without  damage,  which  we  think 
could  be  entirely  obviated  by  a  sheer-boom.  There  are  other  bridges  which  we  would 
like  to  see  improved,  but  these  we  have  mentioned  seem  to  us  to  be  of  most  import- 
ance. 

Yours,  respectfullv, 

DUN  ANT,  WHEELER  &  CO. 

Capt.  A.  Mackenzie. 


letter  of  messrs.  mdoxald  brothers. 

McDonald  Bro.,  Tow-boat  Line, 
Dealers  in  Logs,  Lumber,  Coal,  Cordage,  and  Boat  Supplies, 

La  Crosse,  Wis.,  December  16,  1880. 
Dear  Sir  :  We  regret  that  the  absence  of  the  writer  has  so  long  delayed  this  com- 
munication.   We  beg  leave  to  state  that  the  work  so  far  done  under  your  direction 
and  under  the  direction  of  your  predecessors  has  been  of  very  great  advantage  to  us 
in  our  business  of  towing  rafts  of  logs  and  lumber. 

Our  opinion  is,  that  the  general  system  under  which  you  are  working  is  the  best  at 
present  known.  There  is,  of  course,  a  great  deal  more  to  be  done.  You  have  dem- 
onstrated in  your  system  of  dams,  which  narrow  and  define  the  channel  during  alow 
stage  of  water,  the  absolute  certainty  of  obtaining  the  requisite  depth  for  profitably 
navigating  the  river. 

We  do  not  feel  warranted  in  suggesting  any  modification  of  your  present  plans,  as 
we  feel  fully  assured  that  you,  and  all  in  your  department,  feel  an  absorbing  interest 
in  making  your  work  successful;  and  if  any  modifications  should  be  needed,  they  will 
more  readily  occur  to  you,  as  you  are  perpetually  noting  the  effect  of  your  various 
works,  than  to  us,  who  merely  know  that  we  are  receiving  very  great  benefit  from 
what  you  have  already  done. 
Yours,  truly, 

•  Mcdonald  bros. 

Capt.  A.  Mackenzie, 

Corps  of  Engineers. 


LETTER  OF  MESSRS.   C.   LAMB  &  SON. 

C.  Lamb  &  Son, 
Manufacturers  of  Lumber  and  Shingles, 

Clinton,  Iowa,  December  16,  1880. 
Dear  Sir  :  We  own  yours  in  regard  to  improvements  on  the  U]  ier  Mississippi  River. 
We  should  say  that  what  has  been  done  has  been  a  great  benefit  to  commerce.  We 
are  sure  at  points  it  has  assisted  us  qu^fce  largely  in  getting  our  rafts  down,  and  cer- 
tainly, if  the  work  is  continued,  it  must  assist  navigation  largely.  Just  what  addi- 
tional work  should  be  done  we  are  not  engineers  enough  to  recommend.  Think  some 
arrangement  of  booms  at  the  several  bridges  above  here  would  assist  largely  in  passing 
the  bridges  in  night-time  and  stormy  weather,  and  with  more  safety. 
Yours,  truly, 

C.  LAMB  &  SON. 

A.  Mackenzie, 

Captain  of  Engineers. 


■    APPENDIX  E. 

REPORT  OF  COMMITTEE  ON  LEVEES  AND  OUTLETS. 

New  Orleans,  November,  1880. 
Sir:  The  Committee  on  Levees  and  Outlets  report  as  follows: 

For  many  years  after  the  early  settlement  of  the  alluvial  lands  of  the  Mississippi 
River,  the  banks  were  of  quite'  different  character  from  that  now  prevailing.  It  is 
established  that  the  concave  bends,  which  are  now  protected  by  immense  levees,  with 
occasional  heights  of  from  15  to  18  feet,  then  conformed,  in  profile,  nearly  to  flood 


30 


REPORT  OF  MISSISSIPPI  RIVER  COMMISSION. 


height.  In  these  bends  were  frequent  and  well-defined  outlets,  discharging;  at  high- 
water.  Travel  along  the  bank  in  flood  time  was  impeded  by  them.  At  least  twenty 
or  thirty  of  them  were  found  on  the  west  bank,  from  Plaqueniine  to  Red  River,  some 
50  or  60  feet  wide. 

The  unobstructed  efforts  of  nature  in  bank  construction  still  tend  to  produce  similar 
results.  All  old  rivers  or  cut-off  lakes  have  high  banks,  intersected  by  sloughs.  The 
concave  bank  of  Lake  Concordia,  examined  by  this  commission  last  year,  is  a  case  in 
point — the  grade  being  Arery  high  throughout,  and  in  places  above  any  known  high- 
water,  while  six  or  eight  outlets  communicate  through  it  with  the  adjacent  swamp. 
A  profile  thereof  accompanies  this  report. 

All  delta  extension  is  made  in  this  way,  the  banks  being  built  up  to  high- water  and 
pierced  by  outlets.  Crevasses  are  naturally  closed  by  a  general  fill  on  the  banks, 
except  where  a  few  well-defined  sloughs  maintain  themselves  for  a  long  time,  subdi- 
viding in  the  rear,  delta-like,  into  smaller  channels.  The  old  plank  road  at  Ashton  is 
as  free  from  deposit  to-day  as  when  first  built,  with  fills  on  both  sides  from  5  to  8  feet 
high.  • 

Outlets  are  of  two  distinct  origins:  First,  old  passes,  in  different  stages  of  extinc- 
tion, such  as  Pass  Manchac  aud  Bayou  Lafourche.  These  are  not  found  above  the 
first  tributary  or  bluff.  The  second  class  of  outlets — overflow  coulees — such  as  Bayou 
Plaquemine  and  Bayou  Saint  James,  Missouri,  is  found  wherever  there  are  lateral 
swamp  drains.  The  flow  of  these  may  be  in  either  direction,  as  the  head  is  in  the 
river  or  swamp.  The  origin  of  the  Atchafalaya  is  in  doubt.  It  may  belong  to  either 
class  of  outlet,  while  it  is  highly  probable  that  it  is  the  dissevered  trunk  of  Black 
River. 

Every  outlet  of  the  Mississippi,  above  the  Forts,  except  the  Atchafalaya  and  the 
Lafourche,  has  been  closed  ;  and  they  all  so  remain,  excepting  those  in  the  abandoned 
line  of  levees  on  the  right  bank,  above  Cypress  Creek. 

The  changes  in  the  river  bank,  from  the  condition  described,  consist  of  the  in- 
crease of  caving,  the  widening  of  the  bed,  the  moving  back  of  concave  shores  to  where 
the  deposit  has  been  small,  and  the  arrest  of  the  bank-building  process  by  the  exclu- 
sion of  sediment-charged  flood  waters  by  levees. 

A  comparison  of  the  widths  of  the  river  from  the  point  below  Doualdsonville  to  New 
Orleans,  as  shown  by  the  Delta  Survey  iu  1851,  and  by  the  United  States  Coast 
and  Geodetic  Survey  in  1875-76-77,  is  herewith  submitted.  This  comparison  is  made 
at  points  which  can  be  clearly  identified  on  both  charts. 

Comparison  of  widths  (  from  Delta  Survey  in  1851  and  United  States  Coast  and  Geodetic 
Survey  in  1875-76-77)  from  Company  Canal  to  Point  Ho uma. 

1.  Above  Canal  

2.  *Carrollton  avenue  

3.  *Nine-mile  Point  

4.  Kennedy  Sugar-house .. . 

5.  Jefferson  Road  

6.  Osgood's  Sugar-house... 

7.  *Cavaillon's  Road  

8.  Dussuan,  lower  line  

9.  Dussuan,  upper  line  

10.  *Salient  Rose  Levee  

11.  Labranche  Sugar-house. 

12.  Soniat  Sugar-house  

13.  Red  Church  

14.  Ormond  Road  

15.  Above,  narrowest  

16.  *  Above,  widest  

17.  Wid.  Labranche  Road  .. 

18.  Roseland  Road  

19k  Gipsy,  lower  line  

20.  *Levee  Salient,  on  right 

21.  *Levee  Salient,  on  left.. 

22.  California  

23.  Bonnet  Carre  Church... 

24.  Camelia,  upper  line  

25.  *  Watson's,  lower  line... 

26.  Watson's,  Levee  Salient . 

27.  *  Watson's,  upper  line . . . 

28.  Sheppard's,  upper  line... 

29.  Vacherie  Road  


2, 606  2,  550 

2, 460  2, 300 

2, 100  2, 100 

2, 700  2,  875 

1,940  2,111 

1,986  2,100 

1,720  1,920 

2, 100  2, 200 

2,  075  2, 275 

2, 125  2, 165 

1,965  2,000 

2, 200  2, 225 

2, 375  2,  540 

2,  250  2,  360 

2, 100  2,  050 

3, 200  3,  525 

3, 300  2,  366 

2, 170  2, 140 

2,  200  2, 225 

3, 020  3, 285 

2, 750  2,  800 

1,700  1,800 

1,970  2,060 

2,  250  2, 200 

2, 225  2, 150 

1,965  1,965 

2,  665  2,  525 

2, 100  2, 325 

1,975  1,830 


—116 
—160 

+175 
+171 
+114 
+200 
+100 
+200 
+  40 
+  35 
-|-  25 
+165 
+110 

—  50 

+325 
+  66 

—  30 

+  25 
+265 
+  50 
+100 
+  90 

—  50 

—  75 

—140 

+-225 

—145 


*  Indicates  batture  or  accretion. 


REPORT  OF  MISSISSIPPI  RIVER  COMMISSION. 


31 


30.  *Talcour  Aime  Salient  

31.  Roman.  

32.  *Theriot,  upper  line  

33.  Convent  

34.  Saint  Cecile  

35.  Colomb,  lower  line  

36.  Rapidan  

37.  Winchester,  upper  line  

38.  Midway  between  37  and  39 

39.  Cofield's,  lower  line  

40.  Point  Houma   


2,690 
2,  666 
2,  333 
2,340 
2,486 
1,770 
1,833 
2, 250 
1,999 
2,  000 
2,138 


2,505  —185 
2,  616    —  50 


2, 666  +333 
2,400  +  60 

2,  486 


2, 000  +230 

1 , 999  +166 

2,333  +  83 

2,083  +  84 

2, 100  +100 

2,222  +  84 


89, 757 


92,337-1,001+3,621 
89,757  1,001 


2, 620  2,  620 


Average  width  in  1851  

Average  increase  of  width,  0.0292  per  cent 


2, 244. 
65.5 


Average  width  in  1875-76-77 


2,  309.5 


The  average  of  forty  measurements  gives  an  increase  of  65.5  feet,  or  0.029  per  cent. 

As  the  Delta  Survey  was  made  at  a  higher  stage  than  the  Coast  Survey,  and  the 
measurements  were  made  between  water  lines,  the  result  does  not  fairly  represent  the 
increase  of  width.  Wherever  battures  are  forming,  the  difference  would  be  consid- 
erable. No  exact  means  were  available  for  continuing  this  comparison  higher  up  the 
river. 

It  is  evident  that  the  widening  of  the  river  does  not  measure  the  recession  of  the 
concave  banks,  but  only  the  surplus  of  erosion  over  accretion.  The  examination  of 
widths  showed  that  where  the  river  had  widened  tens,  it  had  moved  bodily,  hundreds 


There  is  no  evidence  of  any  progressive  increase  of  flood  heights,  as  the  result  of 
the  building  of  levees.  Any  such  tendency  has  probably  been  met  by  the  widening 
and  deepening  of  the  bed.  There  is,  however,  reason  to  believe  that  the  reduction  of 
the  elevation  of  the  banks  now  makes  artificial  restraint  of  the  flood  waters  neces- 
sary, and  that  the  abandonment  of  levees  and  reopening  of  outlets  would  be  to  destroy 
navigation  and  promote  destructive  floods,  particularly  in  localities  where  a  50-foot 
rise,  restrained  by  a  12-foot  levee,  leaves  a  6-foot  low-water  channel. 

The  construction  of  levees  on  the  Mississippi  River  was  commenced  at  New  Orleans 
in  1720.  Their  extension  was  encouraged,  and  even  enforced,  under  French  rule,  aad, 
at  the  time  of  the  cession  to  Spain,  1763,  they  extended  continuously,  on  both  banks, 
20  miles  below  and  30  miles  above  the  city,  besides  isolated  settlements  at  Pointe 
Coupee,  Manchac,  Lafourche,  and  elsewhere.  Little  progress  was  made  by  the  Span- 
iards, but,  "by  1828,  levees  were  continuous  from  New  Orleans  nearly  to  Red  River 
Lauding,  except  above  Baton  Rouge,  on  the  left  bank,  where  the  bluffs  rendered 
them  unnecessary.  Above  Red  River  they  were  in  a  very  disconnected  and  unfin- 
ished state,  on  the  right  bank,  as  far  as  Napoleon. 

"In  1844,  the  levees  had  been  made  nearly  continuous  from  New  Orleans  to  Napo- 
leon, on  the  right  bank,  and  many  isolated  levees  existed  along  the  lower  part  of  the 
Yazoo  front.    Above  Napoleon  few  or  none  had  been  attempted." 

The  act  of  September  28,  1850,  granting  swamp  lands  to  the  States,  for  drainage 
and  reclamation  purposes,  gave  great  impetus  to  levee  building ;  so  that,  by  1858,  it 
reached  its  greatest  extension.  In  that  year  levees  were  complete  from  Commerce  to 
the  Saint  Francis,  excepting  about  25  miles;  and,  also,  from  the  Saint  Francis  to  Cy- 
press Creek,  excepting  about  57  miles.  Thence  down,  they  were  continuous  on  the 
right  bank.  The  57  miles  unbuilt  was  in  a  stretch  of  river  to  be  discussed  hereafter, 
and  included  the  mouths  of  the  White  and  Arkansas  rivers. 

On  the  left  bauk  the  system  was  complete.  The  levees  not  only  restrained  floods, 
but  closed  outlets  through  which  the  river  discharged  into  swamps,  at  mid  and  lower 
stages. 

The  damage  by  the  flood  of  1858  is  given  hereafter.  From  Commerce  to  the  Lou- 
isiana line  it  has  not  been  repaired,  except  to  a  limited  extent,  by  private  parties, 
mainly  below  Cypress  Creek. 

The  present  condition  of  the  levees  is  tabulated  as  follows  : 


of  feet. 


*  Indicates  batture  or  accretion. 


32 


REPORT  OF  MISSISSIPPI  RIVER  COMMISSION. 

LIST  OF  LEVEES. 


Location. 


Miles  built. 


Forts  to  New  Orleans  

New  Orleans  to  Baton  Rouge  

Eaton  Rouge  to  Red  River  

Red  River  to  Glasscock's  

Glasscock's  to  Sargent's  Point  

Sargent's  Point  to  Delta  

Delta  to  lower  end  of  Mississippi  levees 

To  Arkansas  line  

Arkansas  line  to  head  of  Lower  Missis 
sippi  district. 

Between  Mississippi  districts  

Upper  Mississippi  district  

Norfolk  to  Cairo  

Cairo  to  Cape  Girardeau  


M 

M 

a 

o 
o 

ban 

a 

M 

JS 

&JD 

iftb 

R 

70 
IV 

'  70 

70 

132 

132 

132 

73 

73 

0 

45 

0 

0 

113 

113 

0 

18 

0 

0 

33 

33 

0 

51 

48 

51 

175 

175 

10 

0 

94 

94 

271 



0 

50 

0 

1,135 

469 

522 

Remarks. 


Hills  on  left  bank. 
Hills  on  left  bank. 

Overflow  on  right  bank  redischarged  by 

Red  River. 
Hills  on  left  bank. 
Hills  on  left  bank. 

Overflow  on  right  bank  checked  by 

Walnut.  Bayou. 
Drain  of  Yazoo  Bottom. 

Breaks  unknown  on  right  bank. 

Do. 
Do. 

B;  eaks  unknown  on  right  bank. 

Hills  on  left  bank. 

Hills  on  left  bank. 

Breaks  unknown  on  right  bank. 


Right  hank : 

Miles  of  levee  built   469 

Miles  of  levee  nnhnilt   66 

Miles  of  levee  unknown  condition   600 

—  1, 135. 

Left  hank  : 

Miles  of  levee  built   522 

Miles  of  levee  nnhnilt   10 

Hills  and  opening  for  draining  Yazoo  bottom   603 


  1,135 

Profiles  of  several  of  the  larger  levees  accompany  this  report. 

Letters  relating  to  levees,  from  engineers  in  Mississippi,  are  also  filed. 

The  present  drift  of  the  condition  of  the  river  is  steadily  from  had  to  worse.  The 
logical  end  is  hanks  rising  only  to  the  level  of  the  swamps,  with  the  loss  made  up  hy 
additional  height  of  levees,  which  will  then  range  from  15  to  25  feet.  Breaks  in  such 
levees  mean  destructive  floods  and  the  loss  of  navigation.  The  alternative  is  the 
abandonment  of  the  production  and  commerce  of  the  valley. 

Your  committee  desires  to  call  attention  to  three  localities  illustrative  of  the  effects 
of  outlets  and  levees. 

FIRST. — CUBIT'S  CREVASSE. 


In  1863  Cubit's  Gap  was  opened.  It  soon  attained  a  width  of  half  a  mile  and  a 
depth  of  108  feet.  A  report  of  the  United  States  Coast  and  Geodetic  Survey  recently 
submitted  to  this  commission  shows  a  mean  fill  of  3.9  feet  below  this  crevasse  over  an 
area  of  about  2-J  square  miles,  and  a  maximum  fill  of  108  feet,  between  1866  and  1877. 
The  flood  of  1880  below  New  Orleans  exceeded  all  previous  high-water  marks  by  6  to 
12  inches.  At  all  other  parts  of  the  river  the  flood  of  1874  was  much  higher  than  that 
of  1880.  But  the  natural  closing  of  the  outlet,  which  was  very  rapid  between  these 
two  dates,  accompanied  by  the  progressive  formation  of  the  bar  (there  being  no  flood 
of  magnitude  to  cut  it  out,  as  the  outlet  closed)  produced  the  abnormal  flood  eleva- 
tion above  stated. 


SECOND. — JUNCTION  OF  MISSISSIPPI,  RED,  AND  ATCIJAFALAYA  RIVERS. 

Much  attention  is  due  to  the  consideration  of  affairs  at  Red  River.  Shreve's  cut- 
off, in  1831,  severed  from  the  Mississippi  the  bend  in  which  Red  River  discharged, 
and  from  which  the  Atchafalaya  was  supplied.  Prior  to  this  the  navigation  of  lower 
Red  River  was  impaired  by  back-water  from  the  Mississippi,  which  occasionally  ex- 
tended to  Alexandria,  on  the  Red,  and  to  Monroe,  on  the  Ouachita.  The  Atchafalaya 


REPORT  OF  MISSISSIPPI  RIVER  COMMISSION.  33 


was  rafted  heavily.  After  the  cut-off,  Red  River  sought  the  Mississippi  by  the 
shortest  route,  through  upper  Old  River,  north  of  Turnbull's  Island  ;  while  lower  Old 
River,  from  the  head  of  the  Atchafalaya  to  the  Mississippi,  silted  up  aud  bore  a  heavy 
willow  growth.  Uutil  1865  Bayou  Plaquemine  was  open,  and  through  it  and  the 
Atchafalaya  was  the  navigable  approach  to  the  Attakapas,  Opelousas,  and  Atchafa- 
laya country.  To  maintain  this  route  the  State  of  Louisiana  removed  the  raft  ob- 
structing the  streams.  To  this  work,  and  the  disturbance  of  the  equilibrium  between 
the  Mississippi,  Red,  aud  Atchafalaya  rivers  by  the  cut-off,  due  the  enlargement  of 
the  latter  stream. 

It  will  be  observed  that,  for  several  years  after  the  cut-off,  the  discharge  of  Red 
River  passed  to  the  north  of  Trumbull's  Island.  In  1873,  after  great  enlargement  of 
the  Atchafalaya,  lower  Old  River,  silted  and  grown  up,  cut  out,  and  the  northern 
channel  closed,  in  which  condition  it  now  remains.  Down  ike  Atchafalaya  had  be- 
come the  line  of  least  resistance,  and  only  the  surplus  discharge  of  Red  River  passed 
beyond  its  head  along  the  south  channel  to  the  Mississippi. 

As  the  Atchafalaya  continued  to  enlarge,  its  demands  became  more  exacting,  and 
this  surplus  was  so  reduced  and  uncertain  that  lower  Old  River  became  a  wide,  shal- 
low, slack-water  basin,  receiving  sediment  alternately  from  the  Mississippi  and  Red 
rivers.  In  1876,  this  process  had  nearly  closed  low-water  connection  ;  and  the  water- 
way near  the  lower  end  of  Turnbull's  Island  was  only  about  100  feet  wide  and  20 
inches  deep,  with  a  fall  of  about  2  feet  in  a  quarter  of  a  mile  towards  the  Atchafalaya. 
By  the  end  of  the  low-water  season,  this  bar  cut  out.  In  1877  a  similar  bar  formed 
nearly  a  mile  towards  the  Atchafalaya,  the  scoured  channel  of  1876  remaining  open, 
with  raised  banks.  This  bar  was  dredged  out  by  the  State  of  Louisiana.  Similar 
obstructions  occurred  in  1878,  1879,  and  1880,  reforming  each  year  at  points  nearer  the 
Atchafalaya,  and  the  channels  dredged  in  previous  years  remaining  open. 

It  may,  therefore,  be  observed  that,  through  all  these  changes,  one  increasing  pur- 
pose runs.  The  process  in  lower  Old  River,  during  the  past  five  years,  has  been  that 
of  a  sediment-bearing  stream  discharging  into  an  estuary.  The  now  from  the  Missis- 
sippi, now  nearly  constant,  is  building  a  delta  with-well  defined  channels  and  banks, 
into  the  wide  shallow  expanse  of  lower  Old  River,  and  towards  the  head  of  the 
Atchafalaya. 

Other  conditions  confirm  the  probability  of  the  continued  enlargement  of  the 
Atchafalaya,  and  the  increased  outlet  from  the  Mississippi  required  to  supply  it. 
Lower  Red  River  runs  nearly  east,  cutting  through  the  western  bank  of  the  Missis- 
sippi alluvium.  Its  fall,  therefore,  is  exceedingly  slight.  This  slope,  with  sluggish 
current,  continues  down  lower  Old  River  towards  the  head  of  the  Atchafalaya,  where 
a  rapid  fall  and  great  depth  and  velocity  are  encountered.  A  tendency  must  here  exist 
to  establish  harmony  of  regimen,  which  can  only  be  attained  by  an  upward  extension, 
and  consequent  reduction  of  the  slope  of  the  upper  Atchafalaya,  together  with  in- 
creased depth  and  velocity  up  the  Old  and  Red  rivers.  But  this  change  involves  a 
lowering  of  the  apex  of  the  convex  angle  of  the  different  slopes  now  meeting  near  the 
head  of  the  Atchafalaya,  and  an  increased  fall  from  the  Mississippi  to  that  point. 

We  submit  that  these  facts  indicate  that  the  Atchafalaya  River  is  the  controlling 
factor  in  the  changes  occurring  in  this  locality,  and  that  no  natural  limit  to  its  en- 
largement can  be  assumed. 

The  increase  of  section  at  its  head  is  as  follows : 


Authority, 


Delta  survey 

Abbot  

Howell  

Benvaurd  .. 


Section. 

Increase. 

Per  cent. 

Time. 

24,  400 
28,  700 
39,  160 
52,  100 

Years. 

4,  300 
14,760 
27,  700 

16.6 
64 

113.5 

7 

22 
28 

Accompanying  this  report  are  some  of  the  surveys  made  at  this  locality.  Those  by 
Major  Howell  in  1873,  and  by  Major  Benyaurd  in  18/9,  and  all  subsequent  examina- 
tions should  be  of  record  in  this  office. 

Another  aspect  of  this  question  that  will  demaud  attention  has  reference  to  reclama- 
tion. It  is  probable  that  the  Atchafalaya  is  quite  able  to  carry  off  the  discharge  of 
the  drainage  basin  of  the  Red  and  Black  rivers.  If  so,  the  restoration  of  the  Missis- 
sippi River  levees  above  Red  River,  and  the  checking  or  closing  of  the  outlet  from  the 
Mississippi  to  the  Atchafalaya  wouldreclaim  the  banks  of  the  Atchafalaya,  Red,  Black, 
Ouachita,  Bartholomew,  Boeuf,  Lafourche,  Bonne  Idee,  Tensas,  Macon,  Joe's  Bayou, 
and  other  streams  now  annually  subjected  to  Hood  from  Arkansas  and  Upper  Louisiana 
crevasses,  and  backwater  from  the  Mississippi. 


H.  Ex.  95  3 


34 


REPORT  OF  MISSISSIPPI  RIVER  COMMISSION. 


In  this  connection,  it  may  be  mentioned  that  the  worst  overflows  on  the  Lower 
Mississippi  have  been  caused  by  floods  out  of  Red  River,  reinforced  by  crevasses  in  the 
Tensas  bottom. 

THIRD. — YAZOO  BOTTOM  FRONT. 

The  question  of  the  change  of  slope  along  the  Yazoo  front,  alluded  to  by  Mr.  Ander- 
son in  his  accompanying  letter,  is  of  extreme  interest  and  importance. 

The  record  since  1844  here  follows,  and  a  diagram  accompanies,  on  which  are  plotted 
the  flood  slopes  of  1858  and  1874,  and  the  relative  condition  of  levees  in  those  two 

years  : 


Distance  below  Cairo 

1844  

1849  

1850  

1851  

1858  

1874  

1859  

1862  

1865  

1867  

1876  

1880  


0 

—2.2 
—3.  1 
+  1.2 
—1.6 

+  0.9 
—3.  18 


0 

—2.4 
—3. 
+  0. 
—2.  1 
+  0.7 


248 

—1.0 
3.3 
0.6 
1.0 
0 


327 
—2. 
— 1. 
— 1. 
—4. 

I  o 


342 


8  . 


419 


II 

IU 

-  Am 

H 


0 
~  r 


429  439.44  500  502  507.9  520  542 
— 1.  7   1. 


-2.4  .... 
-2.9  .... 
0    I  0 


9—0. 
9  +0 


h-0.  3 
1 
.  5 
—0.6 
+  0.  64 
— 0.  08 
+  0.  24 


+1.2 
-hi.  05 


+  2.  0  +1.  6 

+  0.3  

+2.1  

+  1.8  

+  1.3I  

....  +2.0 
 +1.8 


0 

—1.3 


1  -3. 
86—4. 
67|— 4. 


0 

-2.  5 


4—1. 

2j..., 
4... 


639 
—0.8 
—0.6 
+  0.1 


The  records  of  1856  and  1874  are  placed  in  juxtaposition,  to  facilitate  their  compar- 
ison as  characteristic  years.  That  they  are  truly  so,  appears  from  an  examination  of 
th  e  table.  For  while  the  diagram  deals  only  with  these  two  years,  the  table  indicates 
that  they  are  not  arbitrarily  selected,  but  are  fairly  characteristic  of  a  change  of  regi- 
men which  has  occurred  within  the  past  twenty-two  years,  and  extends  over  two  or 
three  hundred  miles  of  river. 

It  will  be  observed  that  from  1858  to  1874  the  breaks  and  outlets  from  Cairo  to 
Memphis  have  increased;  that  the  relative  flood  heights  in  the  lower  part  of  this 
section  have  also  increased ;  that  a  still  further  enlargement  of  outlets  occurred  be- 
tween Memphis  and  Arkansas  City ;  that  throughout  that  distance,  later  and  lesser 
floods  than  1858  have  risen  much  above  the  high-Avater  mark  of  that  year ;  that  below 
Arkansas  City,  the  swamp  overflows  are  collected  ;  the  discharge  of  the  White  and 
Arkansas  rivers  added,  and  the  levees  comparatively  maintained ;  and,  that  below 
this  point,  the  abnormal  elevation  from  Memphis  down  disappears. 

A  comparison  of  these  two  years,  1858  and  1874,  also  shows  that  the  decrease  of  flood 
slope  in  the  latter  year  from  Memphis  to  Friar's  Point,  a  distance  of  94  miles,  is  2.6 
feet,  or  .332  inch  per  mile,  and  the  increase  from  Napoleon  to  Sunny  side,  a  distance 
of  91  miles,  is  5.8  feet,  or  .765  inch  per  mile;  and  that  the  intermediate  flood  plane 
is  relatively  raised  from  4  to  5  feet. 

These  conditions  have  been  recognized,  and  their  cause  discussed  by  General  Abbot, 
n  the  report  of  the  Levee  Commission  of  1874. 

The  main  reasons  given  are  as  follows :  1st.  The  excessive  discharge  in  1874  from 
the  Saint  Francis  basin  ;  and  2d.  The  local  reduction  of  the  flood  height  of  1^58  by 
crevasses  along  the  Yazoo  front. 

Before  the  consideration  of  this  explanation,  we  call  attention  to  the  remarkable 
flood  height  in  1874  along  the  Saint  Francis  front. 

The  discharge  of  that  year,  at  Cairo,  is  estimated  by  General  Abbot  at  250,000  cubic 
feet  per  second  less  than  in  1858,  while  its  elevation,  according  to  the  only  two  gauges 
available  (Cairo  — 2.2  feet  and  Memphis — 0.3  foot),  averaged  within  1.25  feet  of  the 
great  flood.  Tnis  strange  elevation  is  accounted  for  in  General  Abbot's  discussions  as 
follows : 

"  The  Upper  Mississippi  being  low  in  1874,  no  water  worth  considering  could  have 
entered  the  Saint  Francis  bottom  lands  between  Cape  Girardeau  and  Cairo;  and  al- 
though the  levees  along  the  Saint  Francis  front  were  in  worse  condition  in  1874  than 
in  1858,  the  crest  of  the  wave  sweeping  past  Cairo  was  so  much  lower  that  it  lost  far 
,  ess  into  the  swamps.'' 


REPORT  OF  MISSISSIPPI  RIVER  COMMISSION. 


35 


No  information  concerning  these  floods  is  available  excepting  that  contained  in  the 
reports  of  Humphreys  and  Abbot,  and  of  the  Levee  Commission  of  1874.  From  an  ex- 
amination of  these  authorities,  we  are  forced  to  dissent  from  General  Abbot's  argu- 
ment for  these  reasons. 

While  it  is  certain  that  the  escape  between  Cape  Girardeau  and  Cairo  was  much 
reduced,  although  still  important,  it  seems  equally  sure  that  the  escape  from  Cairo  to 
the  mouth  of  the  Saint  Francis  must  have  been  greatly  increased.  According  to  Hum- 
phreys and  Abbot,  the  breaks  in  1858,  from  Commerce  to  the  mouth  of  the  Saint 
Francis,  aggregated  about  25  miles,  the  height  of  the  levees  averaging  rather  less  than 

3  feet,  although  some  of  them,  across  old  bayous,  were  of  enormous  size.  We  learn 
from  the  report  of  the  Levee  Commission  that  in  1874  the  breaks  along  the  same  locality 
aggregated  about  143  miles,  and  that  among  them  were  twenty  of  10  feet  or  greater 
depth,  four  being  20  feet  deep  and  100,  100,  100,  and  150  feet  wide,  and  two  being  25 
feet  deep  and  100  feet  wide  each.  From  such  conditions  of  bank  in  the  two  floods  in 
comparison  the  conclusion  is  inevitable  that  the  local  relief  from  outlets  must  have 
been  experienced  earlier  and  to  a  greater  extent  in  1874  than  in  1858. 

Returning  now  to  the  main  argument,  we  submit  that  the  discharge  from  the  Saint 
Francis  was  not  greater  in  1874  than  in  1858,  and,  granting  that  it  was,  that  it  could 
not  have  produced  the  great  elevation  of  the  flood  of  1874.  , 

The  overflow  height  in  a  swamp  reservoir  depends  upon  the  elevation  of  its  source, 
provided  the  access  is  unimpeded.  We  think  it  may  be  assumed  that  this  was  prac- 
tically the  case  in  both  years  under  consideration,  and  that  the  height  of  water  in  the 
swamp  approximated  that  in  the  river  to  within  the  head  required  to  overcome  resist- 
ance to  flow.    Therefore,  the  Saint  Francis  overflow  in  1874  was  probably  about  1.25 

/ 9  9 '-4-0  3 '"\ 

feet  lower  than  in  1858,  this  being  the  half  sum  (  _ — )  °f  differences  of  the  only 

two  gauges  kept  on  that  part  of  the  river,  viz,  Cairo  and  Memphis. 

This  difference,  it  is  claimed,  was  made  up  by  the  "  extraordinary  rainfall  during 
March  and  April,  amounting,  at  Memphis,  to  16.77  inches,  or  more  than  double  the 
usual  quantity."  If  it  is  admissible  to  assume  that  this  rainfall  at  one  station  ex- 
tended over  the  9,700  square  miles  of  the  Saint  Francis  Basin,  then  the  collection  of  the 
surplus  or  unusual  half  into  the  6,300  square  miles  which  comprise  the  bottom  proper, 
or  the  " lands  liable  to  be  submerged,"  would  have  given  between  11  and  12  inches 
additional  depth  over  that  resulting  from  the  overflow  and  the  usual  amount  of  rain- 
water in  the  bottom,  or  about  .3  foot  less  than  in  1858. 

Upon  these  conditions  is  predicated  a  discharge  in  1874  from  the  Saint  Francis, 
30,000  cubic  feet  per  second  greater  than  in  1858,  and  to  this  is  partly  attributed  the 

4  feet  of  relative  and  the  2  feet  of  absolute  elevation,  bv  which  the  latter  year  ex- 
ceeded 1858. 

The  discharge  of  the  Saint  Francis  in  1858  is  thus  described  in  the  Delta  report  :  . 

"  It  washed  away  miles  of  the  insignificant  Levees  along  the  Saint  Francis  front 
and  poured  rapidly  into  the  bottom  lands  of  river,  which  were  already  deeply  over- 
flowed from  heavy  rains  and  from  the  crevasses  of  the  April  rise.  So  small  was  the 
actual  reservoir  capacity  of  that  region  that  the  channels  of  the  six  large  bayous,  and 
of  the  Saint  Francis  itself,  were  insufficient  to  give  water-way  to  the  flood  returning 
to  the  Mississippi.  For  miles  above  Sterling  it  poured  over  the  banks  themselves, 
washing  the  remains  of  the  levees  into  the  ri  ver.  It  passed  like  a  great  wave  through 
the  swamp,  causing  the  deepest  overflow  ever  known." 

As  rega  rds  the  second  argument,  the  local  reduction  of  the  flood  of  1858  along  the  Yazoo 
front,  by  crevasses  in  this  line  of  alluvial  protection,  we  find,  by  examination  of  the 
same  two  authorities,  that  both  floods  found  the  left  bank  levees  continuous  and  in- 
tact, and  that  the  sum  of  the  product  of  the  lengths  by  the  depths  of  the  crevasses  of 
the  two  years  (1858  and  1874)  aggregated  respectively  146,983  and  136,482  square  feet. 
Iu  the  latter  year,  Major  Benyaurd  states  that  about  10  miles  of  levees,  not  included 
in  the  foregoing  aggregate,  were  submerged  at  a  depth  of  6  feet.  On  the  right  bank, 
the  length  of  breaks  aggregated  more  iu  1874  than  in  1858.  We  are,  therefore,  forced 
to  conclude  that  no  local  relief  was  afforded  in  1858  that  was  not  equally  effective  in 
1874. 

No  cut-off  has  occurred  at  a  time  or  locality  that  could  have  produced  the  results 
under  discussion. 

We,  therefore,  are  of  the  opinion  that  other  explanation  of  the  facts  established  in 
the  diagram  and  table  is  needed,  and  submit  the  following  statement  and  deductions. 
In  connection  therewith  the  historical  notes  of  the  progress  of  levee  building  should 
be  carefully  carried  in  mind. 

The  flood  of  1858  is  admitted  to  have  been  the  greatest  authenticated  of  recent  years, 
generally,  below  Cairo.  Its  discharge  at  Cairo  is  estimated  at  1,478,000  cubic  feet, 
per  second.  It  found  the  levees  to  the  mouth  of  the  Saint  Francis  in  their  best  con- 
dition, the  breaks  being  less  than  25  miles  in  length.  The  flood  of  1874  discharged  at 
€airo  1,225,000  cubic  feet  per  second,  253,000  feet,  or  17  per  cent,  less  than  1858.  It 


36 


REPORT  OF  MISSISSIPPI  RIVER  COMMISSION. 


found  in  300  miles  breaks  143  miles  long,  ranging  to  25  feet  in  depth.  Yet,  the  crest 
of  this  flood,  starting  at  Cairo  2.2  feet  below  that  of  1858,  steadily  approached  and 
then  exceeded  that  mark  at  a  point  between  Memphis  and  the  mouth  of  the  Saint 
Francis  River.  It  is  not  possible  that  the  waters  leaving  the  wave,  as  it  moved  down, 
could  have  threaded  the  intricacies  of  the  swamp  as  rapidly  as  the  unimpeded  volume 
of  the  river  swept  along.  Nor  is  it  possible  that  the  waters  leaving  the  wave  at  a 
lesser  relative  height  could  return  to  swell  it  to  a  greater  height.  The  waves  both 
years  passed  Helena  in  depleted  condition,  leaving  part  of  their  volume  to  redischarge 
upon  the  rear  slope  and  protract  the  subsidence  of  the  flood.  The  relative  maximum 
discharge  of  the  two  years  at  Helena  is  estimated  at  1,334,000  for  1858,  and  1,100,000 
cubic  feet  per  second  for  1874,  a  difference  of  174,000  feet.  At  Helena,  the  high-water 
mark  of  1874  read  1.2  feet  above  1858. 

Below  Helena,  further  opportunity,  presumably  equal  and  unlimited,  was  afforded 
for  the  escape  of  water,  yet  the  high-water  mark  of  the  flood  of  1874,  with  its  smaller 
volume,  steadily  exceeded  that  of  1858,  until  it  culminated  at  Friar's  Point,  with  an 
excess  of  2.3  feet.  This  relative  difference  was  nearly  maintained  (except  opposite 
Laconia  Circle)  to  the  mouth  of  the  Arkansas  River. 

The  exception  at  Laconia  Circle  Levee  is  very  remarkable.  It  rests  upon  the  follow- 
ing evidence : 

The  Report  of  the  Levee  Commission  of  1874  (p.  37)  states  that  the  high-water  mark 
of  1874  at  Australia  and  Concordia  was  below  that  of  1858. 

Mr.  T.  S.  Anderson,  chief  levee  engineer  of  Mississippi,  states,  "Above  Sunuyside, 
there  is  no  system  of  levees  on  the  west  bank,  and  the  water  is  allowed  to  spread  over 
the  entire  western  bank.  This  is  the  case  except  in  one  instance,  viz,  the  Social  Cir- 
cle, a  levee  about  10  miles  in  length,  and  extending  back  from  the  river  on  the  north 
end  to  high  ground,  protecting  considerable  area  of  country.  This  levee  is  in  good 
condition.  It  is  opposite  Australia  and  Concordia.  The  flood  line  opposite  this  small 
section  of  levee  appears  lower  than  that  above  and  below  it.  During  high -water,  I 
have  very  little  trouble  with  my  levees  for  some  distance  opposite  the  Social  Circle 
Levee.  The  high-water  mark  at  Australia  was  3.5  inches  higher  in  1874  than  in  1876. 
Whereas  the  difference  was  0  inches  to  the  contrary  at  Cat  Fish  Point,  50  miles  below." 

Below  the  Arkansas  River,  as  at  Helena,  high  land  is  found  on  the  right  bank,  and 
the  consequent  reaccumulation  of  water  from  the  western  swamps  and  also  augmenta- 
tion of  volume  by  the  discharge  of  the  Arkansas  and  White  rivers.  But  below  here, 
unlike  Helena,  the  levees  of  the  right  bank  are  better  maintained  than  above,  par- 
ticularly from  Sunuyside  down,  while  on  the  left  bank  they  are  kept  in  excellent  con- 
dition. Thus,  from  here  down,  the  volume  is  increased,  and  to  a  greater  extent 
retained  in  the  bed  of  the  river,  while  the  change  in  the  regimen  of  the  river,  which 
we  have  been  considering,  disappears,  and  the  floods  again  approximately  conform  to 
planes  of  elevation  proportionate  to  the  volume  discharged. 

We  do  not  think  that  a  change  so  local  and  yet  so  marked  and  permanent  as  that 
described,  is  accounted  for  in  the  Levee  Commission  report.  A  relative  difference  of 
5  feet  in  the  elevations  of  two  floods  at  points  160  miles  apart,  which  difference  is 
proportionally  repeated  by  intermediate  and  succeeding  floods,  cannot  be  produced  by 
such  changes  of  volume  as  are  estimated  and  recorded,  unless  other  operations  are 
brought  into  action.  We  are,  therefore,  of  the  opinion  that  the  bed  is  raised  and  the 
effective  section  impaired  throughout  that  part  of  the  river  under  discussion,  as  the 
results  of  outlets  and  the  local  abandonment  of  levees. 

We  beg  leave  to  submit  the  following  conclusions  : 

1.  That  bayous  and  overflows  afford  no  permanent  or  uniform  relief,  but  produce 
changes  of  regimen  detrimental  to  navigation,  and  cause  destructive  floods. 

2.  That  the  direct  influence  of  a  levee  system  is  to  improve  navigation  and  prevent 
destructive  floods  by  the  establishment  of  a  regimen,  and  the  elimination  of  varying 
and  abnormal  local  conditions. 

3.  That  the  conservation  of  flood  waters  by  artificial  embankments  is  becoming  of 
greater  importance  every  year,  both  in  preserving  navigation  and  in  preventing  de- 
structive floods,  from  the  recession  of  the  banks  to  lower  levels,  and  has  already,  in 
many  parts  of  the  river,  become  essential. 

4.  That  the  act  under  which  we  serve  contemplates  the  preparation  by  this  com- 
mission of  a  complete  plan  for  the  regulation  of  the  river  and  its  banks.  Any  such 
plan  must  include  the  control  and  uniform  maintenance  of  such  conditions  of  the 
river  banks  as  are  consistent  with  the  principles  controlling  the  works  already  rec- 
ommended by  us.  The  present  provision  for  such  maintenance,  by  the  States  and 
riparian  owners,  is  inadequate  and  hazardous. 

Respectfully  submitted. 

B.  M.  HARROD. 
CHAS.  R.  SUTER. 

Gen.  Q.  A.  Gillmore, 

President  Mississippi  River  Commission. 


REPORT  OF  MISSISSIPPI  RIVER  COMMISSION.  37 


LETTERS  OF  AIR.  T.  S.  ANDERSON. 
1. 

Colorado  Springs,  Colo.,  August  11,  1880. 
Dear  Sir  :  Upon  my  arrival  here  I  received  your  communication  of  the  23d  of  July, 
forwarded  from  Greenville,  Miss.    I  trust  what  I  may  say  in  regard  to  our  levees  may 
reach  you  in  time  to  assist  you  in  your  statement  to  the  Mississippi  River  Com- 
mission. 

The  line  of  levees  maintained  under"the  auspices  of  the  Board  of  Mississippi  Levee 
Commissioners  extends  from  a  point  in  Coahoma  County,  4  miles  ahove  Sunflower 
Landing,  down  to  within  1  mile  of  the  line  hetween  Issaquena  and  Warren  counties, 
and  is  about  220  miles  in  length.  It  protects  the  country  from  a  river  front  of  about 
285  miles. 

The  average  location  of  the  levee  back  from  the  river  bank  may  be  put  at  300  to 
400  yards,  except  where  it  cuts  across  bends,  where,  of  course,  it  is  farther.  The  av- 
erage height  of  the  levees  is  from  7  to  8  feet,  the  minimum  being  4  feet,  and  the  max- 
imum 30  to  40  feet.  The  grades  of  our  levees  are  not  uniform,  being  in  some  places 
only  a  few  inches,  and  in  others  as  much  6  and  8  feet  above  the  flood  lines  of  recent 
years.  Any  reference  of  grade  that  may  have  been  made  in  the  past  to  the  high- 
water  in  1858,  is  of  no  avail  now.  In  fact  there  are  no  records  in  my  office  to  show 
that  the  flood  of  that  year  was  ever  used  as  a  criterion.  From  the  best  evidence  I 
have  been  able  to  obtain  as  to  the  water  mark  of  1858,  the  water  in  the  upper  half  of 
our  district  in  1874  and  1876  was  higher  by  at  least  1  foot,  while  in  the  lower  half  of 
the  district  it  was  from  3  to  6  feet  lower  in  1874  than  in  1858.  As  an  evidence  of  this 
change  in  the  flood  line,  all  the  new  levees  in  the  upper  portion  of  the  district  have 
been  made  higher  than  the  older  ones,  and  the  grades  of  the  old  levees  have  been 
raised  in  order  to  keep  the  high- waters  of  recent  years  from  going  over  them.  In  the 
lower  portion  of  the  district  the  reverse  is  the  case,  and  levees  which  were  not  of  suf- 
ficient height  a  score  of  years  ago,  now  stand  from  4  to  6  feet  above  the  highest  waters 
we  have. 

The  grades  of  all  levees  built  since  1874  are  referred  to  the  high-water  of  that  year, 
it  being  the  highest  known  for  many  years.  As  a  rule  the  levees  are  built  3  feet  above 
the  water  of  1874,  and  have  a  cross  section  of  8  feet  crown  and  slopes  of  3  to  1  on 
either  side. 

Owing  to  the  absence  of  high-water  for  several  years  past,  we  have  been  enabled  to 
close  all  the  crevasses,  so  that  our  line  now  is  continuous  and  unbroken. 

A  large  portion  of  our  old  levees  are  of  insufficient  height  and  strength  and  stand 
urgently  in  need  of  repairs  and  enlargement. 

The  most  dangerous  portion  of  our  levee  system  is  that  which  extends  from  Terrene 
to  Greenville,  a  distance  of  about  80  miles.  Being  opposite  and  below  the  mouths  of 
the  White  and  Arkansas  rivers,  these  levees  are  subjected  to  a  greater  pressure  of 
water,  in  consequence  of  which  they  are  much  larger  than  the  average  levee  of  the 
district.    But  withal,  they  are  more  subject  to  crevasses  in  time  of  high-water. 

The  Hushpucana  Levee  in  the  upper  end  of  the  district,  the  Bolivar  Levee  in  Bolivar 
County,  and  the  Cammack  Levee  in  Issaquena  County  are  large  and  very  important 
levees  to  the  large  extent  of  country  depending  upon  them.  The  Hushpucana  Levee 
is  500  feet  in  length,  is  40  feet  high  at  the  deepest  part  of  the  bayou,  and  averages 
about  25  in  height.  The  Bolivar  Levee,  where  it  crosses  the  head  of  Lake  Bolivar, 
is  27  feet  in  the  highest  place  and  averages  18  feet  in  height  for  a  distance  of  600  or  800 
feet.  The  Cammack  is  not  so  large  or  important  as  the  above-named  levees,  yet  it  is 
one  of  considerable  importance,  and  always  gives  more  or  less  trouble  in  time  of  high- 
water. 

Our  levee  district  is  composed  of  the  counties  of  Bolivar,  Washington,  Issaquena, 
and  Sharkey.  Funds  for  construction  and  repair  of  levee  are  raised  by  a  tax  on  cotton 
(usually  one  dollar  per  bale)  and  an  ad  valorem  tax  on  realty  and  persoualty  of  five 
mills  on  the  State  tax.  From  these  sources  a  fund  of  from  $100,000  to  $150,000  per 
annum  is  realized,  which  is  wholly  insufficient  to  do  the  extensive  repairs  needed,  in 
addition  to  building  the  new  levee  required  each  year. 

For  the  protection  of  a  considerable  extent  of  the  upper  part  of  the  district  the 
levees  have  been  extended  about  15  miles  into  Coahoma  County,  and  though  these 
levees  are  among  the  most  expensive  and  protect  much  of  the  lower  part  of  that  county 
we  derive  no  tax,  or  contribution  whatever  from  it.  Immediately  above  our  levees 
is  a  gap  of  some  8  or  10  miles,  where  there  is  no  levee  and  where  a  great  body  of  water 
flows  through  every  year,  overflowing  a  great  deal  of  rich  land  and  finally  passing  off 
into  the  Sunflower  River. 

There  are  other  gaps  in  the  levees  of  Tunica  and  Coahoma  counties,  but  I  cannot 
give  you  any  account  of  them,  neither  can  I  furnish  you  any  information  in  regard  to 
the  Yazoo  Pass  Levee. 


38 


REPORT  OF  MISSISSIPPI  RIVER  COMMISSION. 


I  will  refer  you  to  Capt.  W.  O.  Fliun,  civil  engineer,  Helena,  Ark.,  for  any  informa- 
tion you  may  desire  concerning  the  levees  of  the  "  upper  district." 

My  estimate  of  what  will  be  required  to  make  the  levees  of  our  district  a  perfect 
and  effective  system,  is  about  6,000,000  cubic  yards  of  earth  work.  Fully  four-fifths 
of  this  amount  is  needed  in  enlarging  the  levees  in  the  upper  half  of  the  district.  The 
remainder  is  needed  for  repairs  in  the  lower  part  of  the  district  and  for  constructing 
new  levees  where  the  old  ones  are  about  to  cave  oft. 

Hoping  you  may  be  able  to  cull  from  the  foregoing  the  information  you  want,  and 
that  von  have  suffered  no  inconvenience  bv  the  delay,  I  remain,  verv  truly  vours, 

T.  S.  ANDERSON, 
Chief  Engineer  Board  Mississippi  Levee  Commission. 

Maj.  B.  M.  Harrod,  New  Orleans,  La. 


Manitou  Sprixgs,  Colo.,  September  19,  1.880. 

Dear  Sir:  Your  letter  of  the  23d  August,  after  having  followed  me  from  place  to 
place,  has  finally  reached  me.  I  will  have  the  tracings  you  desire  made  as  soon  as  I 
return  to  my  office,  which  will  be  early  in  the  coming  month-  I  regret  that  I  have 
not  the  time  at  this  writing  to  give  you  at  length  my  views  and  opinions  regarding 
the  changes  which  have  been  and  are  still  being  worked  in  the  Hood  time  along  our 
front.    The  study  is  one  almost  as  perplexing  as  that  of  our  southern  scourge. 

I  am  of  the  opinion  that  the  changes  which  I  described  in  my  last  letter  are  in  a 
measure  due  to  the  effects  of  levees,  i.  e.,  the  levees  being  intact  (with  the  exception 
of  one  or  two  places),  from  Sunnyside,  Ark.,  down  to  the  lower  end  of  my  district, 
and  continued  on  the  Mississippi  side,  the  water  is  always  confined  to  the  bed  of 
the  river,  and  consequently  dredging  or  scouring  out  its  channel  and  making  its  bed 
and  flood  line  deeper  and  its  way  easier  to  the  southward.  On  the  other  hand,  above 
Sunnyside,  Ark.,  there  is  no  system  of  levees  on  the  west  bank,  and  the  waters  of  the 
river  are  allowed  to  spread  broadcast  over  the  entire  western  bank  in  time  of  high- 
water.  This  is  the  case  except  in  one  instance,  namely,  the  "  Social  Circle,"  a  levee 
about  10  miles  in  length,  and  extending  back  from  the  river  on  the  north  end  to  high 
ground,  protecting  a  considerable  area  of  country.  This  levee  is  in  good  condition. 
It  is  opposite  Australia  and  Concordia,  Miss.,  and  very  singular  to  say,  the  flood  line 
opposite  this  small  section  of  levee  appears  lower  than  that  above  and  below  it.  I 
have  not  made  instrumental  investigation  of  this  place,  however,  and  what  I  say 
could  only  be  substantiated  or  refuted  by  such  an  investigation.  I  have  only  noticed 
the  effect  upon  the  levees  on  my  side  of  the  river.  During  high-water  I  have  very  lit- 
tle trouble  with  my  levees  for  some  distance  opposite  the  "  Social  Circle  Levee."  And 
the  high-water  mark  at  Australia  was  3£  inches  higher  in  1874  than  1876.  Whereas 
the  difference  was  6  inches  to  the  contrary  at  Cat  Fish  Point,  50  miles  below.  This 
is  the  portion  of  the  river  which  I  described  as  giving  the  most  trouble  on  account  of 
the  increasing  elevation  of  the  flood  line,  that  is,  from  the  upper  end  of  our  levee  dis- 
trict down  to  Greenville.  While  I  am  of  the  opinion  that  the  levees  have  their  effect 
upon  the  regimen  of  the  river,  I  am  under  the  impression  that  the  changes  in  the 
flood  line  in  question  are  attributable  more  to  the  conformation  of  the  river  than 
to  any  other  one  cause.  The  river  of  the  upper  end  of  our  district  is  exceedingly 
crooked,  while  on  the  lower  portion  it  is  comparatively  straight. 

Please  excuse  my  hurriedly  written  and  disconnected  letter.    I  should  be  very  glad 
to  have  you  visit  me  at  Greenville  during  the  tall. 
Very  truly  yours, 

T.  S.  ANDERSON. 


LETTER  FROM  MR.   W.   O.  FLYXX. 

Memphis,  Texx.,  September  4,  1880. 
Dear  Sir:  Yours  of  the  25th  August  was  forwarded  to  me  here;  also  the  report  of 
the  Mississippi  Commission,  for  which  accept  my  thanks.    I  have  been  trying  to  get 
one  for  some  time. 

I  will  try  to  answer  your  questions  as  near  as  I  can.  The  answers  will  nearly  all  he 
given  from  memory,  and  consequently  will  not  be  perfectly  accurate. 

EXTENT. 

I  suppose  by  that  you  mean  the  length.  The  levee  begins  at  the  foot  of  the  hills  in 
Desoto  County,  on  the  lower  side  of  Horn  Lake.    By  reference  to  Hardee's  map  of 


REPORT  OF  MISSISSIPPI  RIVER  COMMISSION. 


39 


the  State  of  Mississippi  you  will  be  able  to  locate  it;  thence,  in  a  southwest  direction, 
7  miles  to  the  Mississippi  River  at  Norfolk  Landing,  25  miles  below  Memphis.  Horn 
Lake  (south  side)  is  the  northern  boundary  of  the  levee  district. 

From  Norfolk  Landing  down  to  Commerce  Landing  the  levee  is  close  to  the  river. 
From  Commerce  it  leaves  the  river  across  the  point,  and  comes  to  the  river  again  at 
Moohn's  Lauding.  From  Moohn's  it  leaves  the  river  and  crosses  the  point,  and  comes 
to  the  river  again  just  above  Austin.  From  Austin  to  O.  K.  Landing,  2  miles,  it  is 
on  the  river  bank.  From  O.  K.  Landing  it  goes  in  back  of  Flower  Lake  and  comes 
out  on  the  river  again  at  Trotter's  Landing,  2  miles  above  the  south  line  of  Tunica 
County.  From  Trotter's  Landing  it  goes  in  back  of  Eagle  Lake,  and  continues  (back 
2  miles)  from  the  river  until  it  gets  to  Thompson's  Landing,  2  miles  above  Yazoo  Pass 
and  6  miles  below  the  Coahoma  County  line.  From  Thompson's  Landing  to  Delta  it  is 
on  the  river  bank — that  is,  say,  300  yards  back.  From  Delta  it  leaves  the  river  again 
and  comes  back  to  it  again  just  above  Friar's  Point.  From  Friar's  Point  down  to 
Miller's  Landing  it  is  on  the  river ;  and  from  Miller's  it  goes  in  back  of  Old  River 
and  comes  out  on  the  main  river  just  above  Island  63,  or  McCloud's  Landing.  From 
McCloud's  Landing  to  the  lower  end  of  the  district,  the  levee  is  very  badly  broken 
and  too  low  in  many  places,  and  that  immediate  country  is  overflowed  every  year. 
The  original  levee  (before  the  war)  ran  around  the  point  to  Sunflower  Landing. 
Back  in  from  McCloud's  Landing  is  where  the  gap  is  between  the  two  districts. 

The  trouble  has  been  the  excessive  cost  of  putting  a  levee  around  the  point  and 
what  is  called  the  Lewis  Swamp  or  Square  Lake  country. 

Going  in  the  other  way,  the  trouble  is  to  get  rid  of  the  water  flowing  through 
Hushpuckana  Bayou.  There  has  been  a  good  deal  of  local  agitation  and  loud  com- 
plaint from  this  neighborhood  on  account  of  being  taxed  for  levees  and  getting  none. 
Recently  an  act  was  passed  in  the  legislature  exempting  them  from  taxation. 

The  distances  for  the  above  are  about  as  follows,  and  I  would  suggest  that  you  com- 
pare them  with  Hardee's  map  for  correction  : 

Miles. 

From  the  foot  of  the  hills  to  Norfolk  Landing   7 

From  Norfolk  to  Commerce   15 

From  Commerce  to  Austin   18 

From  Austin  to  Trotter's  12 

From  Trotter's  to  Thompson's   9 

From  Thompson's  to  Yazoo  Pass  r   2 

From  Yazoo  Pass  to  Delta   4 

From  Delta  to  Friar's  Point   4 

From  Friar's  Point  to  Miller's   2 

From  Miller's  to  McCloud's   18 

From  McCloud's  to  Sunflower  Landing,  in  back  across  the  point  to  lower  district 
levee,  about   10 

101 

CONDITION. 


For  the  last  five  or  six  years  District  No.  1  has  had  no  organization,  and  did  nothing 
except  a  few  repairs. 

Last  year,  while  I  was  chief  engineer  of  the  Mobile  and  Northwestern  Railroad,  I 
attended  to  repairing  and  strengthening  the  Yazoo  Pass  levee,  the  Gordon  Break 
levee,  and  the  Delta  Break  levee. 

So  far  as  I  can  learn,  the  principal  trouble  with  the  levees  in  this  district  is  their 
being  too  low,  having  been  worn  off  by  being  used  as  wagon  roads.  During  the  last 
high  water  there  were  no  breaks  in  the  levee  in  this  district. 

The  only  places  I  have  heard  of  being  in  danger  of  caving  in  are  Desoto  Front,  a 
few  miles  below  Norfolk  Landing ;  levee  between  Austin  and  O.  K.  Landing — this  is 
across  the  head  of  Beaver  Dam  Lake  ;  and  levee  at  Trotter's  Landing.  There  may  be 
others,  but  I  have  not  heard  of  them,  or  do  not  recollect  them. 


DIMENSIONS. 


These  levees  were  pretty  much  all  built  before  the  war,  under  the  original  levee 
board.  The  standard  then  was:  slope  on  river  side,  4  to  1 ;  on  the  land  side,  3  to  1 ; 
crown.  10  feet. 

When  District  No.  1  was  organized,  in  1871 1  think  it  was,  the  chief  engineer  adopted 
the  same  dimensions,  and  they  were  adhered  to  as  long  as  the  funds  held  out.  When 
funds  began  to  get  scarce  the  dimensions  were  cut  down  to  3  and  2  to  1  and  8-foot 
crown,  and  3  and  2  to  1  and  6-foot  crown.  There  was  very  little  of  the  small-sized 
levees  built. 

The  largest  levee  in  the  district  is  the  levee  between  Austin  and  O.  K.  Landing,  and 
that,  I  think,  will  average  13  or  14  feet  high.    There  are  several  levees  that  are 


40 


REPORT  OF  MISSISSIPPI  RIVER  COMMISSION. 


higher,  but  they  are  across  sloughs  or  bayous.  The  average  height,  I  should  suppose, 
would  be  about  9  feet  for  the  district,  allowing  the  levee  to  be  3  feet  above  high- water 
mark. 


SPECIAL  LEVEES. 


The  special  levees,  or  those  known  as  such,  are  as  follows,  viz : 
The  McKinney  Bayou  Levee,  2$  miles  above  Austin,  in  Tunica  County. 

McKimiey  Bayou  is  a  constant  flowing  stream  and  emp- 
ties into  the  Mississippi  River,  and  for  that  reason  has  to 
have  a  culvert  in  it.  The  culvert  is  the  trouble.  Depth  of 
bayou  at  levee  crossing,  about  35  feet.  Width  of  bavou, 
250  feet. 

The  Yazoo  Pass  Levee,  7  miles  above  Friar's  Point,  in 
Coahoma  County. 

When  this  levee  was  rebuilt,  it  was  50  feet  high,  slopes 
4  to  1  on  each  side,  and  20  feet  crown.  This  winter  it  was 
raised  and  repaired,  having  been  worked  very  much  by 
being  used  as  a  road  and  a  steamboat  landing. 

The  crown  was  sloped  up  to  10  feet.  There  was  8,000 
cubic  yards  of  material  put  on  it. 
Length  of  Yazoo  Pass  levee  (proper),  300  feet. 
Gordon  Break  Levee,  three-fourths  of  a  mile  below  Yazoo 
Pass  levee.  Length,  500  feet;  height,  27  feet;  crown,  6 
feet.  This  past  winter  I  had  5,000  cubic  yards  put  on  the 
back  of  it  and  made  the  land  side  slope  4  to  1.  The  front 
slope  was  intended  to  be  4  to  1,  but  lacked  from  6  to  10  feet 
of  being  raised  high  enough  to  make  it  a  plane  from  edge 
of  crown  to  foot  of  slope.  When  I  had  charge  of  fixing  it 
the  water  was  so  high  on  it  that  I  did  not  like  to  do  any- 
thing with  it. 

Delta,  Break  Levee. — This  is  about  1  mile  above  Delta, 
Coahoma  County. 

This  levee  has  broken  three  times.  Length  of  break, 
500  feet ;  height  of  levee,  17  feet ;  crown  (now),  6  feet ; 
back  slope,  3  to  1. 

This  past  winter  put  about  5,000  cubic  yards  on  this 
levee. 

Both  this  and  the  Gordon  Break  levee  were  given  a  cross 
section  as  follows : 

The  Miller  Break,  1  mile  below  Frair's  Point.  This  levee 
has  broken  three  times.  Last  time  it  was  rebuilt  it  was 
given  a  slope  of  4  to  1  on  each  side  and  8  feet  crown. 

Port  Boyal  Levee,  3  miles  below  Friar's  Point,  has  broken 
t  wo  or  three  times.    I  forget  the  dimensions. 

Liana1  Break. — This  I  forgot  to  mention  in  its  regular 
order.  It  is  about  H  miles  above  Trotter's  Landing.  It 
has  brok3n  three  times.  Last  time  I  rebuilt  it  in  1875,  and 
it  has  stood  since. 

I  canont  make  any  tracings  for  you,  as  I  have  neither 
maps  nor  profiles  of  the  Pass  levee  or  any  of  the  others. 
Everything  was  left  with  the  levee  board,  and  I  think  are 
pretty  much  all  lost.  At  present  I  have  not  time  to  make 
any  surveys  for  you,  as  I  am  engaged  in  a  contract  remov- 
ing the  bluffs  here  for  the  extension  of  the  Mississippi  and 
Tennessee  Railroad  to  the  Union  Depot.  For  any  changes 
in  flood  lines  I  would  refer  you  to  J.  B.  Miles,  signal  offi- 
cer at  Helena,  Ark. 
In  one  of  my  note  books  I  have  the  high-water  of  1844, 
/  1858,  and  18G2,  I  think  it  is,  and  while  at  Friar's  Point  one 
day  I  moved  them  and  put  them  on  the  jail  in  that  town.  As  soon  as  I  can  find  them 
I  will  send  them  to  you.  I  consider  them  reliable,  as  they  were  pointed  out  to  me  by 
J.  G.  Miller,  who  had  nails  driven  in  a  tree  on  the  river  bank.  Thinking  they  might 
be  of  service  some  day,  I  took  my  level  and  moved  them.  If  I  have  not  been  suffi- 
ciently explicit  in  my  descriptions  or  explanations,  if  you  notify  me  of  it,  I  will  take 
pleasure  in  making  them  intelligible  to  you. 

I  do  not  think  it  would  be  very  difficult  to  explain  the  cause  of  the  breaking  of  the 
above  levees,  for  I  think  they  all  have  local  defects. 

I  have  been  on  the  Mississippi  River  several  years,  and  in  a  high-water  time  con- 


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